Drag Racing Scene Fall 2016

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2016

In This Issue Drag Racing Scene Vol. 2, Issue 3

Features

26 38 PDRA MID-SEASON 48 DRAGSTRIP DEGREE 56 LODRS WITH A SPLASH 62 QUAKER PILGRIMAGE 72 HITTING ON ALL CYLINDERS 78 ACROSS THE POND 86 ROADSTER UNIQUE

NOSTALGIA PROSTOCK SCENE Fans loving the new movement to vintage

Highly anticipated third season half done School provides education for motorsports Turning the LODRS into a fan event

Nostalgia Classic at Quaker City Dragway New owners and the Outlaw 440

European Drag Racing Championships Dan and Sharon Ouding’s Willys

2 Drag Racing Scene / Vol. 2, Issue 3

44

Earning customers making friends

78

ACROSS THE POND

European Drag Racing Championships

Tech POINTS FOR BETTER 22 FIVE STARTER PERFORMANCE From Meziere Enterprises

HINTS TO INCREASE 34 FIVE RACING TRANSMISSION LIFE From ATI Performance Transmissions

86

ROADSTER UNIQUE

Dan and Sharon Ouding didn’t want just any old car

CUSTOMERS, 44 EARNING MAKING FRIENDS With Aerospace Components

ELECTRICAL SYSTEM 52 FIVE TIPS AND TRICKS From Fuel Air Spark Technology

DRAG RACING TORQUE 54 FIVE CONVERTER CONSIDERATIONS

26

From TCI Automotive

The Nostalgia Pro Stock scene

WAYS TO NOT BE AFRAID 60 FIVE OF THE BIG BAD BOTTLE From Zex Nitrous

QUESTIONS TO ASK WHEN 76 FIVE SHOPPING FOR A ROTATING ASSEMBLY From Lunati

28

DOOR WARS

At Maryland International Raceway

Letter from the editor

6 DRAG NEWS

Important happenings in the drag racing world

10 AT THE 12 LIFE DRAGSTRIP

TOP ELIMINATOR Jason and Chris Miller

A $10K, a promoter

14 IN FOCUS

Photography of Steve Vreatt

From Driven Racing Oil

18 BORN TO RACE 20 TRACK TESTED 21 DIGITAL GUIDE First Wally win

Street Outlaw influence Drag racing apps, sites, and social media

THE 94 INSIDE HELMET

BEHAVIOR: Act like a winner

IT 95 PUT TO THE TEST

Engine assembly lube

ON THAT 16 STOMP 96 LIFE AT 1320 LOUD PEDAL Right time, right place

17 VIDEO REWIND Cool online videos

From COMP Cams

90 VISCOSITY BREAKDOWN

Departments FOR 4 FUEL THOUGHT

TOP CAM OPTIONS 82 FIVE YOU SHOULD KNOW

Stunts and Showmen from the ’60s and ’70s

Vendor Midway GM 700R4 Trans Brake Valve Body Kit TCI.............................. 66 Frostbite Aluminum Radiators Holley Performance.................. 67 Firewire Spark Plug Wires FAST............................................... 68 SafeCap Radiator Caps Meziere Enterprises ........................... 68 Big Gun Double Adjustable Struts AFCO ................................ 68 6AL-2 Ignition Control MSD Ignition ....................................... 69 Valve Spring Compressor Crane Cams .................................... 70 Ultra Fab Housing Strange Engineering ................................... 70 Max Duty Super F Synthetic ATF Driven Racing Oil .................. 70 Voodoo Aluminum Roller Rocker Arms Lunati ......................... 71

SPECIAL THANKS

The staff of Drag Racing Scene would like to express our sincere gratitude to all the talented photographers that supplied images found in this issue.

Steve Vreatt: cs-motorsports.com Jeff Kline: facebook.com/racingoutlawz Bryan Epps: facebook.com/bryan.epps Richard Shute: autoimagery.com Mike Galimi: facebook.com/mike.galimi Matt Woods: mattwoodsphotography.com Carl Skillman: facebook.com/carl.skillman WR (Bill) Swanson: plus.google.com/11479350977550614573

DragRacingScene.com 3

e: tsilvey@xcelerationmedia.com

Our founders and our future

A

lmost a decade ago, I penned a version of these thoughts at the time when drag racing lost some innovators of the sport, including Wally Parks and CJ “Pappy” Hart. It was these men, and many more we have lost, who developed the first dragstrip and constructed the first timing systems.

My subject matter then was to express concern for the future of the sport once we lost those founders. There is nothing morbid about this subject; no one is immune to the game of life. I studied the history of what other sports did when they became of the age where they lost their founding generation. The most prolific were the sports of baseball and horse racing. Both of those sports went through some very tumultuous times within their post-founder era.

The “new management” historically had “new and better” ideas for their sport. A part of human nature that seems to rise during these occasions is the desire to reinvent the wheel. Historically, these new revisions to the rules and structure were not good for the sport, as experience shows. Baseball and horse racing tell the tale of power struggles as the progress of each sport moved backwards. It was not until that next generation conceded back to the ideology of the founders’ era that these sports began to advance again.

So with 20/20 hindsight, this sounds amazingly similar to some of our recent years with drag racing’s major sanctions. These founders are of a different kind. These found- I was 18 years old in this photo from my ers are the earliest innovators who turned high school yearbook. That was my trusty MOROSO baseball cap tucked in the back. the earliest “stockers” through the years Of course, the school wouldn’t allow anyinto purpose-built race cars in professional one to wear hats indoors. (Yes, I wore caps and sportsman drag racing. These technithen too.) While I was drooling over every cal pioneers have given us all of the racing go-fast goodie at a midway display in 1980, one of the legends of the motorsports engine, transmission, drivetrain, and chassis industry,Dick Moroso, personally handed innovations that over the years converted me a cap. When a man like that hands a the ’40 Ford coupe with a hot flathead to the dragstrip punk a hat, you wear that thing chromoly and supercharged monsters that we until it falls apart. manhandle today.

I could begin a long list of names and my inner engineering geek wants to do just that. I just know that to begin giving credit by name would fill this page and probably a few more. To not include someone would mean suffering the wrath of friends or family who were left out. But, getting back to the game of life, it is at this point that drag racing is losing these great innovators as well. Racing companies can vary from the most impressive large-scale manufacturers to amazing craftsmen operating from a two car garage. I love reading about the ’50s and ’60s innovators for whom necessity was the mother of invention. Competition was the necessity, and drag slicks, cams, intakes, and a thousand other performance components have been invented.

Today, I am becoming a fan of the next generation of hot rod craftsmen. Sons or daughters may carry on the family business with vigor, or we will see new technical pioneers striking out with their own entrepreneurial spirit. They all have my admiration for taking on this competitive business world. If you think racing itself is competitive, just delve into the industry side of the sport. Yes, it is sad to hear about one of our founders passing on. Just offset each of those pioneers with a good thought towards the new blood within the industry side of this sport. DRS

Staff Operations Director Shawn Brereton Group Publisher

John Nichols

Editorial Director

Todd Silvey

Senior Tech Editor

Jeff Smith

Tech Editor

Richard Holdener

Contributors Lisa Collier Mike Galimi Brandon Flannery Chris Simmons Dan Hodgdon Steve Vreatt Tami Eggleston Clay Millican Michelle Furr Darr Hawthorne Bryan Epps Advertising/Subscriptions Ivan Korda Jon Ertz For advertising inquiries call 901.260.5910.

Copy Editor

Cindy Bullion

Production

Hailey Douglas

Art

Jason Wommack

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

Bryan Epps catches Bobby Jordan’s Firebird at Virginia Motorsports Park.

Scott Cook at the inaugural Jeffers Motorsports Park Battle of the Bootheel event as shot by Todd Silvey.

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Drag News PRESENTED BY

Dragstrip silly season has begun Just as racers and team owners seem to do a lot of switching around in the midsummer months, several racetracks have also been making some sweeping changes over the past few months.

Bunker Hill Dragstrip

for this year’s race. IHRA officials have stated they will continue to work with Ron Matcham and the entire Dragway 42 crew in hopes of holding a national event there in 2017.

Natural Bridge Dragstrip

Natural Bridge Dragstrip in Virginia, Bunker Hill Dragstrip, the oldest

continuously running dragstrip in Indiana, had been for sale for over a year. The track, which had only two owners over the facility’s 60 years in operation, was placed on the market in March 2015. Adam Confers, a local racer who went to the track to watch his dad race during the 1970s, had moved to Michigan with his wife, Stacey. He returned to his hometown track for an event to race his 1967 Camaro last year. When Adam found out the place was for sale, he and Stacey, decided to make an offer. Though it took some lengthy negotiations, in April 2016, the deal was completed, and they are now the new owners of the property, which includes the dragstrip, a restaurant, and a house.

operated by Chris Weis, has been placed for sale by SVN/Motleys, with the deadline for sealed bids set for 4 p.m. July 28. The track has been open since 1991 and claims increasing income through the years. The bidding includes everything required to run the 1/8-mile facility set on 47.9 acres.

That includes a control tower, bleacher seating, stadium lighting, fencing, and timing equipment, as well as all promotional materials such as the website, logos, trade name, racer database, and sponsorship accounts. There are also shared resources with the adjacent Natural Bridge Speedway oval track.

The IHRA member track has a full schedule planned from March through November and is being sold race ready.

Twin Branch Dragstrip

Dragway 42 Lyons Raceway Park

The International Hot Rod Association (IHRA) announced the cancellation of the IHRA World Nationals event and the Summit Pro-Am Tour scheduled for Dragway 42, West Salem, Ohio, due to ongoing construction delays. The D42 event had been planned as the last event of the 2016 IHRA Drag Racing Series, but the $10 million complete rebuild of the historical facility will not be finished in time 6 Drag Racing Scene / Vol. 2, Issue 3

the last seven years,” Jones said. “This is an extremely hard decision to make, but it is in the best interest of our company to move on this opportunity.

We have diligently tried to provide a quality facility for competitors and spectators to enjoy the sport of drag racing. As a family, we appreciate the relationships that have grown through this experience.”

This season’s billboard, event, and track sponsors have been promised a 50 percent refund of their monies paid, as have racers who purchased reserved parking spaces. Points racers were to receive a pro-rated payout of the total points fund as one of three races had been completed.

It’s good news for the 1/4-mile NHRA member track located in Gilliam, Louisiana. Nelson and Maria Hoyos have signed an agreement to lease the Thunder Road Raceway Park. The Hoyos are the owners of the Driven2Win Drag Racing School and will relocate the corporate headquarters to their new facility.

Another Indiana NHRA member track, Lyons Raceway Park, located approximately 80 miles southwest of Indianapolis, recently announced it had been sold to a purchasing group and will be permanently closed as a dragstrip. Originally built by Lloyd, Tim, and the entire Thompson family in 1996, the track passed through various owners and in recent years became the property of Ohio Oil Inc. Manager and CEO, Brent Jones, announced the closing on their website.

“The Jones family truly appreciates all of the competitors and spectators that have supported the racetrack over

In a rare cooperation between state and local governments, along with private industry, Twin Branch Dragstrip is nearing completion in Mingo County, West Virginia. Massey Energy, which previously owned and operated a coal mine at the location, donated the land to the county after operations stopped. A competing company, Consol, has donated labor, materials, and equipment for the construction of the dragstrip. The project has been in progress for more than 10 years, but the 1/8-mile dragstrip is now complete and has been brought into the IHRA fold as a sanctioned track. Bleachers and concession areas are still under construction, but an opening “cruisein” was held in April to show area residents the facility. A ribbon cutting took place in May and hopes are for completion of the dragstrip by the fall.

New staff

Xceleration Media Group has added industry veteran, John Nichols, to its ever-expanding staff as Publisher, concentrating on sales and distribution of the Xceleration Media properties.

He started his automotive publishing career with Dobbs Publishing as Sales and Marketing Manager for such publications as Mustang Monthly, SuperFords, Corvette Fever, Mopar Muscle, MuscleCar Review, Chevy Truck, and JP Magazine.

He was also Publisher for Amos Automotive Publishing. His experience in all aspects of media for the automotive industry — including print, digital, web, social, and video — make him a great fit for Xceleration Media’s broad offerings to the aftermarket.

Although he has spent the last two years as Sales and Marketing Manager for Heacock Insurance, he has maintained many contacts forged through his years of dedication within the industry.

Nichols was excited about the opportunity to join the already talented Xceleration Media team and help build on the momentum the brand has gained within its first two years of operation.

“I am excited to be a part of the Xceleration Media Group,” Nichols said. “The team is comprised of talented automotive industry professionals, and I feel honored to be a member of this exclusive group. My love for cars, the automotive industry, and all the people involved, makes this my dream endeavor.”

PDRA racer, Terry Leggett, returns after cancer treatment After seeing his doctor for what was supposed to be a routine eye checkup, PDRA Pro Extreme pilot Terry Leggett was diagnosed with melanoma eye cancer. He quickly began undergoing radiation treatment with the insertion of a radioactive plaque in his eye for five days, then began the waiting game. He is very upbeat and was ready to get back into action and back to normal life.

Terry said he is happy to have the support of the racing community and his friends. Though he was forced to miss part of the PDRA season, he was able to rejoin the series at the Summer Drags at US 131 Motorsports Park and picked up right where he left off.

(Complete PDRA mid-season review on Page 94).

“We went up there pretty much just like we were last year, which the car was really fast at the end of last year,” he said. “We kinda went back just like it was, and by the end of the race, we were running fairly good. We do have quite a few new things we’re going to try. Hopefully, we can test them between now and Budds Creek. If any of that stuff is as good as we think it’s going to be, I think Budds Creek will be a good race for us.”

Plans are uncertain for the remainder of the year as he waits to see where the treatment takes him.

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Drag News PRESENTED BY

PDRA Top Sportsman class dedicated to memory of Ronnie Davis Ronnie Davis was one of the most prolific Top Sportsman racers the category has ever seen. When Davis succumbed to injuries after a wreck in the final round of qualifying at the PDRA Spring Nationals in early April, the entire racing community felt the shock of his untimely departure.

To honor Davis’ contributions to the class he championed many times, PDRA Top Sportsman has been renamed Ronnie Davis Top Sportsman presented by MagnaFuel.

“We could see no better way to honor the memory of our friend, competitor, and one of the greatest advocates of Top Sportsman than to name the class after him,” stated PDRA Director, Bob Harris.

Besides being a multi-time champion of the class and one of its longest-running competitors, Davis was also a key player in the class’ continuity and growth. He brought the quickest and fastest sportsman door slammer class to NHRA, which

aptly recognized the first NHRA Top Sportsman Champion in 2015. Davis also utilized his Davis Golf Cart Sales company as a sponsor of the class in NHRA’s Division 2 and was the Official Pit Vehicle of the PDRA. Davis was 66 years old, a resident of Suwanee, Georgia and father of two daughters who reside in Texas.

He also left behind longtime companion Micki Dearing and crewman Pete March. He was the reigning

PDRA World Champion and was also crowned 2015 PDRA Sportsman Driver of the Year. Davis dedicated his last win to the memory of his good friend Brian Olson, who passed away in August 2015. Appropriately, that win came at the PDRA Brian Olson Memorial World Finals last October, where Davis also clinched his championship. Davis has already had racers dedicate wins in his honor, as well. Rival and great friend, Dan Ferguson, went on to win the Spring Nationals despite the obvious emotional turmoil of the event and quickly dedicated his win to the memory of his mentor.

Davis was a staunch supporter of the PDRA. Last fall he was quoted as saying, “Racing in a 16 car really fast field is what it’s all about to me, and I love it. PDRA is still my favorite racing and probably all I’m going to do next year. It’s the baddest of the bad, in my opinion. You better bring your best stuff when you come over to PDRA.”

Jay Leno’s Garage TV show features drag racing Late night talk show legend and car guy Jay Leno has recently included some drag racing excitement on his television program, Jay Leno’s Garage on CNBC. Leno hosted NBC’s Tonight Show from 1992-2009 and 2010-14. His show, Jay Leno’s Garage, touches on his love for cars — classic, super, restoration projects, new and old. It’s a one-hour CNBC primetime series now in season 2.

8 Drag Racing Scene / Vol. 2, Issue 3

When Leno paid a visit to the Tonight Show one night to chat with Jimmy Fallon, the clip he showed was a wild ride in one of the most iconic drag cars.

Leno had met up with drag racing exhibition icon, Bob Riggle, to go for a ride in his famous 1969 Barracuda Hurst Hemi Under Glass. With Riggle and Leno belted into the seats, the Hemi Under Glass was pointed skyward in the Irwindale Speedway’s infield.

After the front end came down is when things went wrong and the car rolled over. Riggle and Leno were okay; the car suffered some damage.

In an episode that aired in mid-July, the comedian and well-known car aficionado made a stop at Larsen Motorsports

in Palm Bay, Florida. Leno was in the area for a show and brought the Jay Leno’s Garage cameras to Chris and Elaine Larsen’s shop in February.

Leno spent time checking out the Florida Tech’s Research and Development Center and the Florida Tech jet dragster before heading out to Orlando Speed World for some friendly competition. He drove a Corvette C-6, and was given a 7-second handicap start. He still lost and in fact, was traveling 150 mph slower than Elaine at the finish line.

Elaine said she was a little bit nervous racing against the famous comedian but enjoyed every minute of it.

Harley-Davidson Museum adds drag racing exhibit The Harley-Davidson corporate museum is so much more than motorcycles, including the special exhibit, “Drag Racing: America’s Fast Time” open from June 17 to September 5.

The 20-acre Harley-Davidson Museum campus is located on the

Milwaukee, Wisconsin riverfront, near the company headquarters.

This drag racing display goes under the hood with mind-blowing mad scientists of speed to see just how much blood, sweat, and elbow

grease hot rodders pour into their machines – two wheels or four – in their race against time.

The exhibit explores drag racing’s humble roots on the back roads and airport runways of post-World War II America to the raceways of today, where Top Fuel machines hit speeds in excess of 320 mph in a quarter-mile.

It also takes a look at how drag racing has permeated pop culture, weaving its way into movies, toys, and so much more as Americans’ fascination with speed has exploded. Storied gassers and hot rodders like Stone, Woods, and Cook’s Swindler B; Don Garlits’s Swamp Rat 13; and Chet Herbert’s Harley-Davidson, The Beast, give race fans the chance to get up close and personal with these aces of asphalt.

Landmarks Passing: Joe Moriarty, Sr., founder of Total Seal Piston Rings, passed

away on June 1 of heart disease at age 88. A prolific inventor holding several patents on piston rings, Moriarty started Total Seal Piston Rings in 1967. The company’s success is credited to Moriarty’s hard work and dedication.

Passing: Art Chrisman, one of the founding fathers of NHRA drag

racing and a member of one of the sport’s legendary families, died on July 12 at the age of 87. Chrisman, in his famed #25 dragster, was the first drag racer to exceed 140 and 180 mph, and was the first winner at the Bakersfield U.S. Fuel and Gas Championships in 1959.

Passing: Chuck Etchells, former NHRA Funny Car driver, died on July 6 at the age of 61. Etchells was the first Nitro Funny Car racer to break into the four-second zone, running a 4.987 ET during qualifying at Heartland Park Topeka in 1993.

Passing: Dave McClelland, one of the most legendary voices in all of

motorsports, was inducted into the Motorsports Hall of Fame of America on June 29 in Daytona Beach. McClelland has been announcing at dragstrips for 57 years and is well known for being the voice of NHRA for decades.

Passing: Bill Condit, Chief Starter at Auto Club Famoso in Bakersfield,

California passed away July 14. Known as a fabled story teller, Condit was a figure respected by all as part of the West Coast racing scene.

Highlighting an individual who has helped promote the sport of drag racing whether on or off the track.

Jason and Chris Miller, Miller Brothers Productions

M

ost teenagers don’t have the good fortune to learn a company from the ground up. Jason and Chris Miller of Miller Brothers Productions spent their teenage years working at Maryland International Raceway, starting in 1990 when their family bought the track and took full advantage of their opportunities.

“Chris and I worked every position there, from race control to event directing to ticket gates, fuel sales, and tech,” Jason says. “Then we did promotions, marketing, and website maintenance. We have done just about every position at the racetrack aside from being an EMT and flipping burgers.”

Jason was 15 years old, and Chris was 14 when their parents, Royce and Linda, purchased Maryland International Raceway (MDIR). The pair worked with their family at MDIR for 26 years, gaining invaluable experience through various jobs, until they sold the track at the end of 2014.

One such success was the Haltech World Cup Finals event they started in 1996.

“Dad used to close the track the last week in October every year,” Jason says. “He used to go to Florida the first week of November to run the big-money bracket races. He told Chris and me, ‘hey guys, if you want to take on one more weekend in November, it will be your event. If you lose, you take it on the chin, and if you win, you pay the bills, and you keep what you make.”

The Millers developed the Haltech World Cup Finals Imports vs. Domestics event. The event has grown every year for 21 years and has been the biggest event on the Maryland International Raceway schedule for the last 15 years.

“We have always owned the event,” Jason adds. “When we sold the racetrack in October 2014, the condition of the sale was that the event was not for sale. We lease the track back and personally promote it throughout the year.”

They stayed at MDIR for the first year after they sold the track, before moving on to focus on to their own business

Jason and Chris proudly hold their Professional Drag Racers Association 2015 Track of the Year award.

10 Drag Racing Scene / Vol. 2, Issue 3

full time. Many facilities recognized the success that they had grown and have brought them to their facilities as consultants.

“Immediately after Chris and I left, we started hearing from a lot of racetracks,” Jason says. “They wanted to glean as much knowledge from our experience as possible.”

As consultants, they’ve been asked to help out with everything from website design to track preparation, from promotions to operations, logistics, and marketing. Visit their website at mbpevents.com.

“It has been great to be a part of these big events,” Jason says. “We do miss being home and our staff and racers. We do stop in at the racetrack as often as our schedule allows.”

Jason feels track prep is one of the things for which he is best known. He and Chris have been helping a lot of tracks with that part of it.

“A lot of other tracks see our promotion and tactics and organization skills,” he says. “They want to look at how we strategize and prioritize what needs to be accomplished. We were at GALOT Motorsports Park in March helping them to get their facility open. They closed for nearly two years building the track. Earl Wells, John Strickland, and Kevin Rivenbark were great to work with, and we stopped by there initially just to talk about doing a co-promotion there in the future. They started asking us questions about the facility, and it ended up with us being contracted to help them get open.”

Jason and Chris Miller have a lot of irons in the fire and have provided a diverse list of consulting work since starting their own business. Their focus is currently on Miller Brothers Productions and they are working on other promotions for 2017.

“We are excited for next year,” Jason says. “But, I can’t even hint at what we might add for 2017 at this point. The consulting is also keeping us busy, and it is a good thing for us.” DRS

Royce Miller offered his sons the first weekend in November to create and host their very own event. The brothers built that opportunity into the huge Haltech World Cup Finals.

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Another $10-Grander and another new promoter?

I

t seems like everyone has become a big money promotto 500 cars all of the time, and had the most prestige er, from North Carolina all the way to California. Many associated with it. hardcore bracket racers are throwing their hat into the The promoters had the formula to bring racers back year ring to promote a big money event, with success for many after year. They gave jackets away, and if you got beat during of them. I can’t imagine the work that must go into putting the second round, you got free entry into one day of the together these high-dollar races, like finding sponsors and next year’s race. They realized it wasn’t just the big money all the prizes that are given away for best package, best that brought racers in, but the fact you knew you could take reactions, and more. something home without having to win the whole race.

A savvy track owner should know what works best for The winter series races have lost their appeal and have their track. Fewer weekly bracket racers are willing to show become just another event for the local Floridians. It's a up and pay $40 to enter and race for $1,000, but they will shame; those "snowbird" events once put racers on the map. spend $500 to $1,000 for big money. It seems like these Racers who want one last shot at competing before winter high-dollar events are hurting those local tracks which can’t are the only ones who still make that November trip. accommodate a 300- to 400-car race, so they are stuck with Randy Folk, Kyle Siepel, Peter Biondo, and their team their smaller weekly programs and Test and Tunes. It’s have made it look so easy when it comes to putting on an expensive to go racing, and if you’re going to do it, you event. The Million and the Spring Fling’s seem to be the might as well go after that big money, because $1,000 to win current jewels of the big money races. It seems like everyis barely going to pay your entry fee, race fuel, regular gas, body who attends goes home with something. You may not and wear and tear on your race car. win a round for the entire weekend, New and better big money but you’ve got a good chance at a events are constantly created; some prize. It could be a set of Goodyear do well, while others fail. Anthony slicks, a transmission, a converter, Walton created a four-race series or some other item. It seems like known as the I95 Bracket Series at those guys care and do everything four different tracks. His first event they possibly can to make it a great at Fayetteville Motorsports Park event for everybody whether they brought 300-plus cars, more than win a dollar or $50,000. the track has ever seen. Walton is When I’m sitting in the media also a partner with Michael Beard room with them and see everyon the Loose Rocker series, which thing they go through during an has proven to be a great success the event, it’s insane. The track is last several years. running the race itself, but Kyle Wesley Washington and Kyle and Peter are there to handle the Riley created the Superbowl of Drag prizes, the organization, and any Racing and recently announced anissues that come up with their other big-dollar event taking place event. Everything seems to run like at Darlington Dragway in October. clockwork. They have a complete Now, they announced they are possystem of buybacks, high roller racsibly working on adding a high doles, drawings, or just 20 guys who lar motorcycle event. Washington get into a reaction time race for and Riley had never put on an event $1,000. I just don’t see any flaws before, yet their first event sold out with their program. ahead of time — 500 entries in less The market is getting flooded than a week. with these big-money events, and Racers are now putting even it’s already becoming a battle with more trust into fellow competitors promoters fighting to hold races Bryan enjoys shooting the biggest smiles that take place who host events. Scott Lemen, the in the winner’s circles at big money events. on the same dates. Racers can’t and owner of Drag Race Results, has won’t spend that kind of entry fee started his three-race series at Huntsville Dragway on three money every weekend, so eventually, you will see the better holiday weekends. His first event was a huge success with races survive and the weak ones disappear. Until then, sit close to 500 entries. back and watch more small tracks go away and the bigger It wasn’t that long ago that if you wanted to race for ones who can host these events survive. I guess it’s just how $10K, you had to make that trip to the Florida Winter the sport has changed for bracket racers and track owners.

Series that would kick off in Orlando and then move onto I’m not sure when this article will hit the newsstand West Palm Beach and Bradenton Motorsports Park. In but I can guarantee you one thing, I’ll see you at the next those days, West Palm Beach was the premier event that big-money bracket race, regardless what week it is, because everybody wanted to win. That was the one that had 400 there will be one going on that weekend! DRS 12 Drag Racing Scene / Vol. 2, Issue 3

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IN FOCUS

STEVE VREATT PHOTOGRAPHY

Where is your hometown?

Phoenixville, Pennsylvania.

What type of cars do you normally shoot? What tracks do you frequent?

I shoot everything from Street cars to Top Fuel Dragsters.

Lately I’m really enjoying Nostalgia Racing. Seeing the old Funny Cars and front engine dragsters takes me back to the early ‘60’s when I saw my first race on ABC’s Wide World of Sports. I was instantly hooked!

I frequent Maple Grove Raceway, Cecil County Dragway, Maryland International Raceway, Raceway Park and other local tracks.

How long have you been a photographer?

Since I was 16. I starting shooting in high school for the yearbook in black and white. While I was stationed

14 Drag Racing Scene / Vol. 2, Issue 3

in Germany, I bought a decent camera and started shooting from helicopters, capturing the beautiful landscapes. We had drag racing once a month on our airfield, so I was there doing my best to capture the action. I have been a freelance photographer since 2009. The first race I covered was Pinks All Out at Maple Grove for the Speed Channel.

What sets your photography apart from others?

I try to shoot from different locations on the track, capturing the story, more than just a moment frozen in time.

Who are your influences?

I’ve been influenced by other track photographers, magazine photos, and advertising shots.

If I had to credit one photographer, it would be Mark Tinari from RPM magazine. I first met him during Pinks All Out. He is always willing to share camera settings and shooting suggestions. His advice has dramat-

ically improved my skills over the years.

What camera, lenses, lighting, etc. do you use?

I’m a Canon shooter. I use both 5D Mk III and 7D Mk II camera bodies. For lenses, I use a 24-70 f2.8 for close-up work, a 70-200 f2.8 for burnouts and launch shots. I also have a 100-400 f4.5-5.6 for top-end shots. As far as lighting, I use a couple of Canon flashes, fired remotely. I don’t like to overlight things, so you still know it’s a night shot.

How did you get into motorsports photography?

Cars have been my passion all of my life. I drag raced in my teens and in the ‘80s. I had actually planned to race a Super Comp dragster with the help of a life-long friend, Carl Skillman. After the dream stage wore off, I realized that it was financially impossible. I went back to my camera. I was at

a local car show where I met Evan Jones from Maple Grove.

He gave me my first opportunity to shoot at the wall. He also introduced me to Dave Harris from Speed Vision. That lead to covering Pinks All Out. From there, it’s been quite an exciting ride.

If you had one car you could choose to shoot, what would it be, and why?

That’s a tough one. I’ve been very blessed to have covered almost every type of drag racing event. I would say it’s a particular shot more than a car. I want to catch a Top Fuel or Funny Car still on the tire with the chutes just blooming.

To me that’s one of the toughest shots to pull off. I have great respect for the guys that can pull it off. cs-motorsports.com facebook.com/steve.vreatt

For even more info and pics search “Steve Vreatt” at DragRacingScene.com.

Right time and the right place

I

often get asked two questions by racers and fans at from my background. Peter asked me questions about why the dragstrip. The first question is, how do I become a I did this to myself, since it was apparent I was spending evprofessional race car driver, and second, how do I get erything I had on racing. Then, we got to the track, and we a sponsor? I always reply to them the same way; be at the saw Top Fuel cars running. I told him, ‘That’s what I want right place at the right time. I owe a lot to people who I met to do, and this is why I do this.’ I got my first national event at the right time and the right place for me, and they were win in IHRA Modified that weekend. To say that Peter got all in Joliet this weekend. excited about racing is putting it mildly.

When I first started out, I was like thousands of other It didn’t happen immediately, but we became very good bracket racers who love what they do. Unlike a very select friends. Later, he was putting together a business plan for group of professional bracket racanother college class, and he followed ers, I was never able to make a living that plan to go racing professionally. by bracket racing, and I continued He bought a Top Fuel team, and this working my day job. I spent every spare past weekend marked 18 years that dollar my wife and I had available to I have now been a professional drag continue to go racing. racer. Right time, right place. Peter Even before I was married, I had was at Joliet for the Route 66 Nationals made a phone call to a man I had not this past weekend. Raymond was there. ever met. Raymond King, who was a Peter’s mom was there. racer himself (and a very good one), That first team was 100 percent had been promoted to Vice President Peter’s team. His family was involved and at TCI and was not able to spend as gave him his values and raised him right. much time at the races. I asked him He taught me a lot of those things. Peter how I could start traveling to more and I raced together and won five Top events. From all of the racers out there, Fuel World Championships together. He he chose to take me under his wing. It was eventually ready to do some other was my job to haul the display to the things and became a very successful races, bring back broken transmissions investor. I continued racing with everyfor repair and represent the company. thing in place for me to do that.

Fast forward a few years, and Fel-Pro One year, I was testing in Phoenix Gaskets purchased TCI. So, now I was and a guy walked up in shorts and hauling both the Fel-Pro and the TCI disflip-flops. He introduced himself and plays. I enjoyed going to divisional races, told me he was from Memphis. I didn’t as well as national events. I still had my know him, but talked for a while and job driving a forklift at Kroger, but now I answered his questions. Fast forward had gas money to travel to races. again, I was close to being out of a job Raymond moved from the Memphis as my ride was ending. The guy I had area to Fel-Pro headquarters in Skokie, met in Phoenix in flip-flops and shorts Illinois. We were preparing for a race was a man by the name of Mark Pickin Cordova, Illinois, and the annual ens. Mark bought the race car team company picnic was taking place that and kept me employed. Once again, Clay met Peter Lehman while he was racing Modified Eliminator and Peter was in college. weekend at Fel-Pro. I got into my old right time, right place.

The friendship grew with Peter purchasing a Top beat-up Dodge dually hooked to my Same thing with my current team Fuel team and offering Clay his first nitro drivng antique gooseneck trailer, and took my opportunity. owner Doug Stringer; he and I met and dragster to the company picnic. I met have been friends for years. I found mythe man whose dad ran Fel-Pro. I didn’t self about to be out of a ride and Doug think much of it at the time, but later that year, Raymond put together a new team. called me. He reminded me of the young man I had met When I get asked those two questions at the track, I aland told me that the guy, Peter Lehman, wanted to attend ways answer that every person you meet could be the person a race with me. He was writing a story for a non-fiction class who opens the door for you and allows you to live out your he was taking in college. dream. You just may not know it right away. DRS I thought he would want to fly to Charlotte, and I’d pick Clay Millican is a 6-Time IHRA World Champion Top Fuel dragster driver who him up there, but he wanted to ride along for the trip. The now plies his trade as the driver of the Parts Plus/Great Clips T/F dragster in the story was to be about what we go through to get to the racNHRA. You can follow Clay’s exploits throughout the season at claymillican.com. es. So, he flew to Memphis. I picked him up, and we drove @claymillican @claymillican Clay Millican to Darlington together. He had been raised in boarding school and went to Northwestern University, very different @stringerracing @stringerracing Stringer Performance 16 Drag Racing Scene / Vol. 2, Issue 3

Video Rewind

RACING / PRODUCT / ENTERTAINMENT

To watch all the videos below, head to:

DragRacingScene.com/video-rewind

Dragway 42 construction video Take a flight with drone videos and see the construction progress on the big new facility in West Salem, Ohio.

Nostalgia Pro Stock scene featured by Xceleration Media

For original content head over to DragRacingScene.com/videos.

Up close and personal with the Nostalgia Pro Stock competitors. Not only the in-depth story in this issue, but enjoy the video of the popular new nostalgia racing.

Funny Car champ goes for a ride Nitro newbies

What can we say, sometimes it’s fun to watch a group of videos where drag racing fans get their first dose of nitro in the pits or see the thunder of a Top Fuel pass for the very first time.

Steve Harker, the 2014 NHRA Top Alcohol Funny Car champion went for a cringe-worthy ride at the recent NHRA Nationals at Summit Motorsports Park. The Australia native, now residing in Gainesville, Georgia, went out of control and made contact with the opposite retaining wall during his attempted pass.

Hot Rod Reunion Cacklefest from Beech Bend Raceway

You can almost smell the nitromethane when you watch this vid caught by the ace cameramen from Xceleration Media. The weekend closed with over 40 nostalgic cars hanging the header flames under a picture perfect sky.

DragRacingScene.com 17

First Wally win memories

A

s I continued through the year 2011, my second visit to zMax Dragway would lead to ‘the crash that didn’t happen.’ I was at the finish line in the Camaro when the front brake caliper locked up. After watching me fight the car down the track, and seeing me drive into the other lane toward the wall, my husband, Rick, met me at our pit area with fear in his eyes, saying “that’s it, we are done.” I understood how he felt, but I did everything I was supposed to do, and I was okay.

The Super Street final was up first. I can’t begin to tell you how heartbreaking it was to look for the win light at the end of my Super Street final and not see it on my side of the track. I had no time to think about it at that moment because I had to get back to the staging lanes to run a very tough driver, Shane Carr. Shane had just won the US Nationals and would go on to win the Million race.

The struggle to make the call back to the lanes for the Super Comp final was nearly impossible, as it had been almost every round. I had friends, like Matt Weston and Mike Robilotto, telling the officials I needed time to get there, because I had just gone down the track. Then, as I pulled into the lanes for the final against Shane, my overflow was leaking, and the official told me I was out.

I took a chance, fired the dragster and pulled up beside Shane hoping Rick, who was waiting on the track, could see me. Shannon Waycaster ran over, pulled the tubing loose to drain it, but his hands were wet, and he couldn’t get the hose back on the tank. Rick ran over to me and was able to shove the hose back on.

I sat in the car with hands together repeating please, please to the official who had told me I was out. He looked at the overflow and reluctantly gave me the sign that, yes I could race!

Shane sat beside me during all of this, rather than pulling onto the track for a single pass. “Deep breath, race 18 Drag Racing Scene / Vol. 2, Issue 3

mode, let it all go, Michelle, one chance left,” I said to myself. Once again, through that emotional roller coaster, I found a smile inside my helmet as I was pulling onto the track. I paused for a brief second to take it all in.

I looked at the crew members for the pro drivers who were waiting to run their finals standing beside the starting line, David Hagan, Matt Hagan’s father, who has been so instrumental in our journey to here waiting for Matt’s Wally-earning final and the stands jam-packed with spectators. And, Rick, standing there with a smile, waiting for me to pull to the water. I took a deep breath and remembered something Peter Biondo had shared with me at one time: we spend so much money, time, and effort to be here just for this moment, so it would be a disservice to ourselves not to give it our all and focus completely for about 15 seconds.

I pulled into the burnout box, Rick gave me a hand sign ‘I love you’ then I gave him the sign back. I did my burnout and backed up. Rick Stewart walked over in front of me with a rag in his hand and checked the track for any leakage. I will never forget the smile on his face as he turned to me and gave me a thumbs-up. I would get to race the final.

The feeling when you see that win light on for your first NHRA National event win is literally like no other. I went on to have a streak of 17 round wins at Charlotte with that deadly Ohio Crankshaft, Quick Fuel Technology throttle stop combination. I had too many dead-on 90 passes to count. After all of it, I had my very first Wally, which happened to be pewter, followed by my second Wally the following spring. The fun, excitement, and smiles of my family and friends celebrating in the winner’s circle; those are the forever memories that I will carry with me always. DRS Follow the Furr Racing Team at:

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Score one for the little guy: The effect of television’s Street Outlaws series felt across the country

L

ove it or hate it—the Discovery Channel's Street Outlaws has had a hugely positive effect at drag strips across this country. The No Time/Grudge scene has always been a part of many drag strips in several markets, and there is no denying the popularity of the No Prep series that has garnered a lion’s share of attention as of late. Though not a new concept, the big dollar shootouts with packed grandstands and staging lanes is undeniable. But I am not here to talk about those high-profile shootouts, but rather the smaller local ones. I have noticed a significant amount of competitions aimed directly at the little guy in the form of list races that mimic the Top 10 format from the television show and even Street Outlaw days where there is No Time racing and small tire and big tire shootouts.

It is time to celebrate the little guy with the 8- and 9-second street-type cars who, before the show, was either a time shot hero or ran some sort of bracket or index category. Many drag strips from across the country have local shootouts where these enthusiasts can let it all hang out in a heads-up fashion without adhering to a rulebook or build a high-end no expense spared racecar. For some, it is life after class racing and for others, it is the perfect fit for a car they enjoyed building but didn’t fit in a class.

One great example is the Buffalo Street Outlaws, which just recently completed an event at Lancaster National Speedway and Dragway. There were several small tire cars that raced against some of the television show stars along with some grudge races and even a simple shootout with limited rules. Another outstanding series is the Mid-Atlantic Street Outlaws, which has nothing to do with the Buffalo version but operates at various tracks throughout Pennsylvania and Delaware. The group uses a similar list and call-out style as the television show. Again, they have invited some of the show’s participants and their local fast cars have had a shot at competing against them. The excitement the local racers show when taking down a big name is fun to watch.

A big-time Ultra Street racer, Rob Corujo, has taken it upon himself to create a List Race at his home track of Old

Bridge Township Raceway Park (Englishtown, NJ). He has a top 10 list that operates exactly like the television show with callouts and the ability to move up and down the list. I won’t mention exact times but let’s just say that most of the cars are 9- and 10-second rides. Moving down south the number of No Time 275/285 style shootouts are scattered across many of the tracks in Mississippi, Alabama, Georgia, and several other states. Often times the winning purse is anywhere from $1,000 to $2,500 to win for cars that resemble the small-tire cars on the show.

I am not saying that smalltire racing has taken off because of the television series, which is hardly the case as true 10.5-inch tire drag racing went mainstream in the early 1990s. But if you sit back and scan the scene, you will see the positive effect that the Street Outlaws television show has had on local markets across the country. That is a very good thing to give racers an outlet to compete in a safe and controlled environment.

Just shortly before press time I enjoyed seeing the show’s biggest star, Justin “Big Chief” Shearer and the NHRA come to an agreement that it is better for drag racing if they work together rather than be at odds with each other. I credit several aftermarket companies who have pushed for quite some time to get the two to sit down as well as the NHRA management under the direction of its new president, Peter Clifford. This is a great thing; hopefully, it will open more doors for greater participation at legal drag strips. It was a rough start as the two groups got off on the wrong foot but I think there is a mutual respect being built on what they can accomplish together and ultimately increase awareness and participation in the sport that we all enjoy.

For now, it is great to log on to social media and see so many new outlets for enthusiasts to compete in with their street cars and racecars. The high-profile events are entertaining, but there are more opportunities than ever for the little guy to get involved too. DRS

sit back and scan the scene, you will see “Iftheyoupositive effect that the Street Outlaws show has had on local markets across the country. ”

20 Drag Racing Scene / Vol. 2, Issue 3

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Words Todd Silvey

TOP 5 TECH

FIVE TIPS FOR BETTER PERFORMANCE OF A PERFORMANCE STARTER

The Meziere Enterprises True Start starter can crank over 700 cubic inch engines and larger.

With this kind of power, make sure your entire starter circuit is up to the task.

22 Drag Racing Scene / Vol. 2, Issue 3

our racing engine starter system may not add horsepower or drop your ET, but a properly set up starter system gets the hot rod fired up on race day.

That glistening high horsepower engine is nestled within the frame rails and ready to crank. Is your starter system ready to make that beast come to life? Don Meziere from Meziere Enterprises let us in on five pieces of advice to be certain your race car will fire up consistently.

1. Correct mounting: Set yourself up for success by beginning with a solid mechanical foundation. If you have had previous starter problems, make sure to do some detective work. Ensure the old fasteners have not damaged the threads in the engine block or raised any material.

“Be sure to inspect the ring gear of your flywheel or flex plate to make sure there is no wear on the gear teeth,” Don says. “Look closely for signs of wear to the gear teeth, sharpness, missing chamfers, or signs that the previous starter has been grinding against the ring gear. Remember that the starter and flex plate are a gear set, and the last thing you want to do is let previous damage bring problems to a new starter.”

A clean and undamaged starter surface on your engine block is another critical factor. Make sure the surface is free of any rust, dirt, and especially paint. Paint or grime can cause misalignment problems with your starter pinion and the engine's ring gear.

These factors can also inhibit the ground circuit of the starter, which will cause it to underperform. When you install your starter, make sure there is no interference with any part of the race car, such as the oil pan, headers or chassis. The slightest contact can also cause starter misalignment. Many quality starters like Meziere's True Start Starters can be "clocked" or rotated in

When you install your starter, there can be no interference with any part of the oil pan, headers or chassis. Paint, rust, or grime can cause misalignment problems with your starter pinion and the engine's ring gear.

Meziere makes starters for most popular applications, such as this 100 Series Mopar starter that will easily handle up to 427 cubic inches. All starters come with new ARP fasteners and heavy-duty shims, where applicable.

relationship to the starter mount block to eliminate any interference. Meziere includes ARP fasteners with each of their new starters to provide a strong mounting source.

Once the starter is properly mounted, be certain the starter pinion has proper clearances. With the starter in the rested position, take a look at the starter and ring gear from beneath the engine.

“The recommended distance is .100 inch +/-.04 inch between the starter pinion gear and the ring gear,” Don explains. “This is crucial because the start event is a matter of timed sequence. Power is passed to the main motor as the pinion enters the ring gear. Too little or too much clearance can cause problems.”

Before any electrical connections are made, manually pull the

starter pinion out to engage fully with the ring gear. With the pinion extended, check for proper backlash clearance between the two gears. When properly aligned, there should be .010inch to .030-inch clearance between the gears. A fit between these two gears that is too tight or too loose will cause rapid wear, damage and quick failure of both the starter pinion and engine ring gear.

Meziere supplies shims specially

shaped to provide maximum nose support for their starters. Each shim will move the starter away from the ring gear about .007 inch. Shims can be stacked to achieve the proper amount of clearance. If the lash is too loose with the starter installed, it may be necessary to machine material from the mounting surface of the starter nose block.

2. Main electrical supply: In most cases, the main battery cable for the starter power needs to be at least 1/0 (one OT) AWG wire. Meziere arrived at this recommendation simply by applying known electrical formulas involving voltage, amperage, and distance.

To verify what is correct for your vehicle, some baseline cranking numbers to use would be about 285 amp demand at 11 volts.

Quality performance starters utilize a larger than OEM terminal to mount the main battery cable to the solenoid.

The Meziere line of starters features a 10mm terminal that allows better cable anchoring for large gauge wire, as well as a more solid connection, to pass large amounts of current.

Once your starter and related components are installed to these heavy-duty specifications, it is easy to test your starter system for proper voltage and current. These tests utilize a voltmeter onto the 12 volt DC system in your race car. If you are running a higher voltage battery and charging system, contact the manufacturer for testing specifications.

First, disable your fuel and/or ignition so the engine will not start. Measure the battery voltage, while cranking, at the battery posts. Second, measure the voltage at the starter terminal while cranking.

Manually pull the starter pinion out to engage with the ring gear. Double check that the drive gear is not bottomed out into the ring gear. Be sure there is not excessive clearance. A tight condition can be adjusted by adding shims.

DragRacingScene.com 23

“The voltage at the starter should be within 1.2 volts of the reading at the battery,” Don says. “Also, at any time, the voltage at the starter should not be less than 10 volts. If an excessive voltage drop exists, measure voltages at each connection in the system to find the culprit."

3. Solenoid electrical supply:

Typical performance starters require only two connectors, the main 1/0 AWG battery feed, and the starter switch connector. Make sure your activation circuit switch is capable of switching 50A of 12VDC power. That means any portion of wire running to the starting solenoid should be at least 10AWG wire.

Meziere's starter system wiring diagram illustrates the use of a heavy-duty Ford-type starter relay used in all of their starter applications. The starter solenoid can require as much as 40 amps of current to function properly during a typical starting cycle. That is why Meziere recommends an auxiliary relay. By using the relay, you remove much of the electrical demand from the ignition switch and the neutral safety switch. Instead of asking them to carry the 40 amp inrush, they only need to carry the minimal current to activate the relay. Proper wire, switch, and solenoid sizing can avoid a hot starting problem.

This diagram comes with every Meziere starter to illustrate the proper circuit, recommended wire sizing, and use of a Ford-style relay to carry the high current draw.

Another step for providing effective voltage to the starter (and many other components like the ignition system) is the proper grounding of the engine block. If you want a 100 percent effective electrical circuit for your starter, make sure the starter case is grounded

to your engine block and the block is grounded to your electrical system. A barrier to good grounding can be anodized or powder coated engine mount plates. It is best to address this by running a dedicated ground cable between the engine block and one of your

4. Starter system as a circuit:

Just like any electrical circuit on an automotive DC electrical system, the performance of a circuit is only as good as its weakest link. This circuit performance depends upon such things as the quality of the wiring connectors and the ground circuit. You can fabricate the perfect heavy-duty wiring from the battery to your starter, but if your ground circuit is sub-par, the hot side of your battery feed is equally ineffective.

One huge problem in this day and age of Chromoly chassis is the use of the frame tubing as a ground circuit . . . don’t. If you rely on Chromoly metal as a ground, the resistance within the metal as a conductor can dramatically drop your electrical system’s effectiveness. Depending on the amperage draw, relying on as little as three feet of Chromoly steel within a 12-volt circuit can drop your current flow up to 30 percent. The best way to avoid this problem is to run a 4AWG ground wire directly from your battery to the length of any electrical component within your race car. With multiple grounding lugs along the length of the ground circuit, this practice will create an effective circuit between every electrical component and the battery.

24 Drag Racing Scene / Vol. 2, Issue 3

Test your starter system for proper voltage and current. Measure the battery voltage while cranking (ignition disabled) at the battery posts. Second, measure the voltage at the starter terminal while cranking. The voltage at the starter should be within 1.2 volts of the battery reading.

ground lugs. Just like the starter, other components benefit from the grounding of your engine block, including the spark intensity of your spark plugs and electronic sensors that are prevalent in today’s high-tech ignitions and fuel injection systems.

5. Understanding the starter cycle: To be finally on top of your start-

er system is to acutely know its function. When you start your racecar, electrical current flows and energizes the starter solenoid coil. The coil becomes an electromagnet, which pushes the starter pinion to mesh with the engine’s ring gear. As the pinion advances into the ring gear, a set of contacts in the back of the solenoid closes, passing power to the main motor of the starter and initiating rotation.

All of this is a timed event. Dirty components, low voltage feed, and tired electrical connectors can throw off these timed functions and damage your starter and ring gear. These can also cause unusual amperage draw on your starter circuit or cause a slow cranking problem.

The completion of the timed event for a starter happens when the starter drive pinion gear disengages once the engine fires. The ring gear speed

becomes greater than the starter drive rpm.

The ring gear then applies pressure to the back side or “coast” side of the pinion. An internal helix then assists the pinion retraction as the driver deactivates the switch. Hanging up of the starter drive into the ring gear is generally a result of improper mechanical alignment or electrical issues which disrupt the cycle. Sticky or overloaded switches can easily cause this problem.

The ultimate credo to follow with your starter system is to notice when the starter may seem to lag, makes different sounds out of the norm, or just plain "does not feel right.” Chances are you’ll be able to diagnose the starter components and electrical system and head off future damage. DRS Source: Meziere Enterprises, meziere.com

Many quality performance starters like Meziere's True Start Starters can be "clocked" or rotated in relationship to the starter mount block to eliminate any interference with blocks, oil pans, headers, and chassis.

The Nostalgia Pro Stock movement has given fans a whole new rave

N

ostalgia drag racing is solidly one of the favorite segments of the sport. With Top Fuel, the insanely popular Nostalgia Funny Car class, and the period-correct gasser movement, this type of racing has made weekends filled with cars of the ’50s, ’60s, and ’70s highly celebrated events to attend.

THE

NOSTALGIA

How the movement started

Mark Pappas gives credit to Jeff Johnson as the founding father of the whole Nostalgia Pro Stock movement, and wanted to bring it to the Midwest.

“Jeff Johnson started this movement during the 1990s, but it is something I have always wanted to do,” Pappas says.

“When I saw that Goodguys was going to add Nostalgia Pro Stock in 2010, I called Jeff Johnson right away.”

Johnson sent Pappas the rules used for their program, and Pappas quickly convinced several friends that they should build cars to go along with a Reher-Morrison car he wanted to build.

He was confident everyone would book them and was ready to start on a car right away. Just a few days later, Pappas was on the phone with David Reher.

“I wanted to build a Reher-Morrison car, and David was on board right off the bat,” Pappas says. “I found the car and picked it up on New Years Day 2011. I brought the car home, stripped it, and sent it out to Chris Duncan Race Cars, and it was completed on May 1.”

Soon after he had the Reher-Morrison car ready to go, he heard Bill Neri was building a Warren Johnson Camaro.

“Bill was building a state-of-the-art car and for all intent and purposes, we were the first two,” Pappas notes. “I actually have two cars. I met a guy who had a Jenkins car he’d never finished.

I traded him an AMX and finished that Grumpy car as well. Bill Neri had finished his Camaro, and then Ted Peters got one too. Everybody who has built them has done quality work and are quality guys. It just keeps growing.”

Pappas has had the itch for Pro Stock competition all of his life.

“I’m the rare guy that when I was a kid, 16-17 years old, and went to a national event or match race, when everybody else was running to the stands to 26 Drag Racing Scene / Vol. 2, Issue 3

Bill Neri lays down one of his massive burnouts at the recent NHRA Hot Rod Reunion. Created with exacting specs to the original Warren Johnson ‘74 Camaro, OEM perfect dash, interior, headliner, steel panels, and more make the car a shining example of mid-’70s Pro Stock racing.

As one of the originators of the Nostalgia Pro Stock movement, Pappas says, “I’m very fortunate to race two of the biggest iconic Pro Stockers ever.” The Reher-Morrison Camaro and his Bill “Grumpy” Jenkins Vega often attract fans that tell their favorite memories of these cars.

Words Todd Silvey Photos Bill Swanson

PRO STOCK SCENE

Rick Cassel in his Hemi-powered Bob Glidden Plymouth Arrow and Roland Lursky behind the Lenco levers of Bob Mayerle’s Rod Shop Dodge Colt. Screaming engines and clutch dumping action have many fans excited about these period-perfect hot rods.

In 1970s Pro Stock match racing, Scott Venning is shown with his 427 powered Nova taking on the legendary Wally Booth in the Rat Pack 1 Camaro.

Venning (with Tony Christian) is now heavily involved with the Nostalgia Pro Stock movement and is instrumental in a new online TV show titled Pro Stock Rescue, airing on autowerkz.tv.

watch Top Fuel, I was running out of the stands to see the teardowns of the Pro Stocks,” Pappas comments. “When I first brought out the Reher-Morrison car, people were just astounded, and everybody had a story that illustrated how Pro Stock back in the day was their favorite class.”

Bill Neri thought Pappas’ idea sounded like a lot of fun when he decided to jump in and build the Warren Johnson car.

“I gave Warren a call and ran the idea past him. I told him I wanted to do a tribute car for Nostalgia Pro Stock,” Neri says. “I wanted to build the Incredible Hulk car, and when I said that to WJ, he fell silent, and then asked me why I would want to build that car. I told him that car put him on the map.

He agreed with me and gave me his permission for construction. I put it all on paper and sent it to WJ and got it back with a note that said, ‘good luck, I appreciate you doing this — I’m glad that you picked me.”

Neri found a beautiful LT ’74 Camaro that somebody had restored — no ounce of rust, and all the parts and pieces for it. He didn’t have the heart to tell the guy he was going to cut it up for a race car. The Camaro has the VIN tag, heat louvers, and many original parts.

“I took the chops to it, but it’s a real car,” Neri says.

Mike Ruth ran with multiple Top 10 Pro Stock teams for years during the ’80s and ’90s, and Pro Stock has always been his favorite class. So, when he saw what Pappas and Neri were doing, he was ready to join the movement.

“I had watched Mark Pappas out there, and his program was in its infancy at the time,” Ruth said. “I used to get asked the question all the time, why don’t you have a Bob Glidden car?

I called Bob, and he gave me his permission, and the search was on for the car.

This car is identical to Glidden’s as far as I can tell. The guy I bought it from said he worked for Glidden and this was a sister car. The shape of the panels, the cage design, the way the rear end is fabricated, is exactly like Glidden's description, so I believe his story.”

Bob Mayerle liked the idea of the Pro Stock deal - Nostalgia Pro Stock like it was in the old days, not Pro Stock like it is now. So, just like the others, he decided to build a car.

“I remember the old cars because I was a kid then,” Mayerle says. “I decided right then to build a Rod Shop Colt. It could have been one of many. Don Carlton raced a gold one, a red one, and they had a white one. I remembered DragRacingScene.com 27

that Carlton used to come to the Grove with the Red, White, and Blue Colt, so I just picked that one.”

George Kubis competed in Pro Stock during the ’70s when he returned from the army. He was easily convinced to build his Nostalgia Pro Stock.

“I built a ’60 Camaro and raced Pro Stock,” Kubis says. “Then, I built a ’74 Camaro and got divorced. I gave it up for a while, but the bug hit me again. I started back in the mid-’80s when I got tied up with Ronnie Sox and Nicholson and nostalgia raced with them. When this movement started around here, I got bit by the bug again.”

Kubis’ car is a ’78 Plymouth Arrow, and initially, he hadn’t planned on racing it. He first started out thinking it would be a show car as it was pristine and not ready to race. It didn’t take long to get his wheels turning, and he built the Camaro to be Pro Stock legal.

Scott Venning’s roots go back to Tony Christian and racing with Reher-Morrison from the ’70s to the ’90s.

His thoughts when he heard about the movement was to build a car and make a TV show out of it.

Venning had one car in mind if he ever wanted to go racing again. He wanted an ’81, a car that’s hard to find.

He found an original Don Hardy Stock car that a guy had owned for 30 years.

He talked to Hardy about it, who approved the project and thought it might be a good start.

Construction of the Pro Stockers

As noted earlier, Mark Pappas has built two tribute cars, with the Reher-Morrison Camaro and the Grumpy's Toy Vega. The Reher-Morrison Camaro currently has a 500+c.i. engine built by David Reher at Reher-Morrison. It has a set of very trick standard casting conventional aluminum heads.

“David designed the engine specifically for this car — he picked everything out,” Pappas says. “He decided the gear ratios in the trans, the rear end ratio, shift points, etc. It has two dominators and produces about 1200 hp. He shifts the Camaro around 7,800 – 8,000. It’s a stout piece, and behind it is a Nick Boninfante clutch. There is a Browell aluminum Pro Stock bellhousing. It has a fab nine-inch equipped with all Strange Engineering components, big super center section. The chassis was built by Chris Duncan Race Cars from an updated bracket car that he had originally built.”

The Vega is one of four to seven (depending on who you ask) real Grumpy's Toys race cars left on the planet.

28 Drag Racing Scene / Vol. 2, Issue 3

“The four cars that are 100 percent documented are my Vega, the #11 Vega in Florida, the ’67 Camaro, and the ’82 Monza that is in the Garlits museum,” Pappas says. “I can equivocally tell you that out of the four 100 percent documented cars; my Vega is the most complete Grumpy car in existence. Bill did the motor, and Bill was a packrat.”

Pappas’ block for the Vega is a 331 small-block, Jenkins’ legal engine back in the day.

He continues, “The block, crankshaft, rods, camshaft, water pump, carburetors, carburetor linkage, fan shroud, fuel pump, and fuel filter are all from the original car. The heads have been duplicated. Bill had the original heads, but they were so cut up that he and I agreed it was best to duplicate the

heads. I can honestly say that 80 percent of that car, including the toggle switches on the dash, the gauges, the dash itself, the sheet metal, the tin floor, the driveshaft, the rear end, and the axles are all original.”

The original Incredible Hulk ’74 Camaro was destroyed and cut up. So Neri found a clean ’74 Camaro with the real steel body on it. He kept it as real as possible when constructing the racecar.

“The rockers on the bottom, the door latch, the posts, the corners, the roof, the back panels between the tail lights, that’s all real car,” Neri says. “I loaded everything up — rear housing, rack and pinion, I had all that stuff. I took it down to Bickel Race Cars, and I told Jerry this is what I wanted to do, and we proceeded. He built it, and it’s

Kelly Dill (middle) stops for a photo opportunity with fans. Kelly drives the Bunny Burkett “Lil Cotton Pony” ’72 Pinto. The car was built in 2012 to exacting specs from the car Bunny campaigned in the early 1970s.

Bunny even made a personal appearance with the Pro Stock show at the 2015 Cordova World Series of Drag Racing.

a beautiful thing. It will take whatever I throw at it, but safety is the main thing.”

Neri has two engines for the car, a 728 and a 708. “The 728 I put together is an old 7RM 10-inch motor. It has Alan Johnson Oldsmobile style heads on it, which are period correct. It has a CFE intake and two four-barrels. I had parts from my Pro Mod from COMP Cams. It has Alan Johnson valvetrain, his rockers, his girdles, again all from my Pro Mod days. It’s a good flattop piston, a nitrous style piston that I cut and lightened somewhat.”

The car uses a five-speed Lenco, and there is a nine-inch fabricated housing with Mark Williams components. Weld Wheels, Lamb struts, Strange brakes and Lamb brakes on the back round it out.

“It has a real headliner in it, it has the dome light and the real chrome around the windshield,” Neri says. “It does have Lexan windows and a Glasstek 70-74 dashboard for the gauge inserts. When the car is together, and you’re sitting in the seat, it’s like sitting in the seat of a ’74 Camaro. Not sheet metal and wires.

The gauges are all in the original gauge positions, and it looks like a ’74 Camaro dashboard.”

Mike Ruth’s ’78 Fairmont Bob Glidden tribute car is identical to Glidden’s original in nearly every way. When Ruthfound the Fairmont, the story was told that the car was built as a sister to Glidden’s by a guy who worked for Glidden at the time.

“The shape of the panels, the way the cage is designed, the way the rear end is set up is exactly like Bob’s car, so I believe the story,” Ruth says. “It is definitely patterned after Bob’s car. Every chassis builder has his own little touches, and this one definitely has Don Hardy written all over it.”

The chassis is a square frame rail Chromoly chassis. It is updated, as it didn’t have a funny car cage and needed some tubing added to make it legal for 7.50 certification. It has an SVO 500c.i. block with B300 heads on it and MPG rods. Ruth was running an afterFor even more info and pics search “Nostalgia Pro Stock"at DragRacingScene.com

Mike Ruth recently finished his resurrection of the Bob Glidden ’78 Ford Fairmont. Mike found this car, thought to be a “sister”to Glidden’s actual car, constructed by the same chassis builder.

After careful research, the car was confirmed and rebuilt by Ruth.

Mike Ruth with his friends and competitors, Ted Peters and Mark Pappas, talk it out in the staging lanes. To these racers, interacting with spectators in the pits is as much of their day as competing on the track.

very fortunate “I’m to race two of the

biggest iconic Pro Stockers ever. Grown men will tear up when they see the Reher-Morrison car.

Everybody loved the late Lee Shepherd.

”

— Mark Pappas market powerglide but is switching to a Lenco this year to be legal in the class.

It has an original Ford nine-inch and something known as a ‘throwed’ bolt.

What that means is the caps are bolted all the way through the back of the housing with nuts on them. Ruth's Fairmount is updated to a four-link, but other than that, it’s entirely original as far as the car itself.

Bob Mayerle’s Rod Shop Colt is a lot of fun for him to drive.

“A Colt was never really a Pro Stock car for any amount of time," he says.

"They were dangerous with a short wheelbase, no chassis with a Hemi in it could handle it that well. In Don Carlton’s case, it was an A/Modified car, but when they outlawed it for being dangerous, he made it a match race car. Everybody wanted to see small cars/big engines run.”

The chassis was built by John Holt in Ohio. The rear quarter panels are steel; everything else is carbon fiber. The engine is 572c.i., all aluminum, and is all Indy Cylinder Head wedge with dual carburetors. He uses a titanium bellhousing and manually shifted fourspeed Lenco. The car runs 7.80s.

George Kubis has all Plymouths in his collection. So, when he started thinking about getting into Pro Stock, he already had a ‘Cuda and a ’65 Belvedere.

“I wanted a small, medium and large, and that’s how the joke starts,” Kubis says. “I found the ex-Pro Stock in Tennessee with a big-block Chevy and a Powerglide, but found out the car was originally equipped with a Lenco and Hemi.”

He bought the car, brought it home, pulled the engine out and the Lenco and Hemi fit right in there.

“It was so chopped up that I cut the chassis out of it and redid the whole car,” Kubis says. “It was not all Chromoly before. We built it exactly to the rules DragRacingScene.com 29

how they were in ’78. It has a full interior in it and looks like you could drive it down the street. It has glass windows, fiberglass front end, and the body’s been acid dipped.”

The Arrow has a Keith Black all-aluminum Hemi (500c.i.), Lenco, and Fab 9 rear end in it. Alston built the rear end for him. He uses a McLeod clutch, Lakewood bellhousing, and Strange suspension — all the struts and brakes.

He’s run a best time of 8.50 at 168 mph.

The car was originally painted black, and was pristine. He went about making a deal with Ronnie Sox’s son to paint the car like Ronnie had raced. Kubis found Billy Stepp’s daughter, who gave him the okay to build the car, and Dean Sox gave him the thumbs up as well.

He comments, “Everybody says the car is the most perfect car out there.

The windows roll up and down, and you know everything works like a real car.

People go crazy for it.”

Scott Venning bought his ’81 Camaro from the second owner who had it since 1983. After talking to Don Hardy about it, Venning decided this was the right car for him. He video recorded every step of the assembly, as he is the originator of Pro Stock Rescue, an internet TV show.

“After I got the car, I had to change a lot,” Venning says. “I started to disassemble it as far as it would go. Basically, the frame rails, quarter panels, and roof were sitting there. It had to be updated with a full cage to be legal. Woody Mays and I have been working on the car three to four days a week, and are rebuilding it completely.”

It has a funny car cage, new rear end, all new front end, struts; from front to back, the car is 100 percent updated.

The automatic transmission is gone, replaced by a Lenco. A new engine is being built by Reher-Morrison top to bottom.

Mark Pappas is an exceptional historian when it comes to these Pro Stock restorations. His reconstruction of the iconic “Grumpy’s Toy” Vega is noted as one of only a possible seven real Bill Jenkins race cars left on the planet.

Pappas had a great relationship with Jenkins before his passing. Jenkins was an eager participant in Pappas' many restorations of tribute cars.

Mark Pappas’ stable of Nostalgia Pro Stock cars include a recreated Jenkins 1968 Camaro, the original ’73 Vega, the 1980 Camaro, and also the Reher-Morrison-Shepherd Camaro.

Fan interaction

The pit area is one of the first indicators the Nostalgia Pro Stock group has taken a swing and hit a home run.

Many fans have taken an immediate liking to the cars, shown by walking up to the racers and relaying their favorite “Grumpy” Jenkins story or the time they saw a classic match race between two famed Pro Stocks at their local ‘strip. Never being first to stage, smacktalking their opponents, spreading copious amounts of resin on the starting line — these are all rituals that drove fans crazy in the early years of Pro Stock and are being brought back by these tribute racers.

30 Drag Racing Scene / Vol. 2, Issue 3

To say the fans in the packed stands dig the Outlaw Pro Stocks is an understatement. Art Ludwig's beutiful rendition of Butch Leal's California Flash sports a 528 Keith Black Hemi.

Every one of the racers involved in Nostalgia Pro Stock has a favorite story about the fan interaction. They are amazed at the number of fans who come to the pits and talk about the cars and drivers like they’re the originals from the past. It makes them all feel very fortunate to be involved in the sport.

Bill Neri is thrilled with the response the cars have received since they started.

“There have been thousands of people poring over the cars since 2010,” Neri says. “You can’t believe the response we have out of the fans.

How cool this is, and it’s really going to take off.”

“People come up and bang on the roof, feel under the rear quarters and say it’s a real car — not a fiberglass creampuff. I get such a charge out of talking to people about the car, and their stories are great. They remember

themselves back in the day, and you can see them reliving the past when they look at the car.”

Pappas says, “I’m very fortunate to race two biggest iconic Pro Stockers ever. Grown men will tear up when they see the Reher-Morrison car. Everybody loved the late Lee Shepherd.

I’ve never heard one guy speak one bad word about Lee. On another note, with the Jenkins car, everybody has a Bill Jenkins story. For every 1015 good stories, there is one guy who comes up and says what a jerk Bill was.

But, if you treated him with respect, he would treat you well. He had no time for foolishness. He was a very different guy than his persona.

“I have had people give me Polaroid pictures of Bill Jenkins and Lee Shepherd at Byron Dragway or Union Grove” Pappas continues. “Every time I take that car out, my Facebook page picks up 25-30 friend requests. It’s the

Jeff Rudisill warms up the historical Jerry Eckman and Bill Orndorff Pro Stock Camaro. Bob Mayerle invited Eckman and Orndorff to attend the World Series last year to be a part of the Pro Stock group. Bob said, “They had 750 posters; I think they signed every damn one of them.”

to get asked “Itheusedquestion all the

time, why don’t you have a Bob Glidden car? I called Bob, and he gave me his permission.

”

— Mike Ruth

interaction. I had heard so many stories from fans telling me that when they got out of the service, they remember watching Bill Jenkins race Dick Landy in Canada or Bill Reese and Dick Landy at Union Grove, or Atco, with countless stories.”

One of his favorite stories is about the theft of the Grumpy's Toy Vega.

Pappas owns the #10 Vega, the infamous car stolen when Jenkins was match racing with the IHRA. Jenkins had that Vega in St. Louis on a Friday to qualify for the Pro Stock race. He was the number one qualifier, so instead of hanging around, he went to match race in Illinois. After that, he was heading back to St. Louis for the IHRA eliminations. While stopping in Collinsville, Illinois, at a little diner, he could see the Vega and tow truck through the window; then he looked a little later, and it was gone. Legend says the Vega was never found, but it was — but that story gets told to Pappas over and over again.

The one story Pappas doesn’t like to hear is the story of Lee Shepherd’s tragic death.

“It was a Tuesday afternoon in Ardmore, Oklahoma, when Lee got killed in that car,” Pappas remembers. “They were doing a Goodyear test. David’s buddy and another guy from Reher-Morrison who drove the transporter, a few track personnel, and a few people from Goodyear were there, but everybody has their story about it.

I just shake my head when anyone starts talking about it. Everybody has their opinion about what happened.

I do know what happened, and that’s the only negative story that I hear.

Gossip like that is no good, but the stories that people tell you about are incredible. A lot of them are true. A Pro Stock guy would travel and match race during the week. Something would break in the car or truck, and somebody at the race would drive into town and buy a part. There are lots of stories like that from pretty cool DragRacingScene.com 31

bang on the “People roof, feel under the rear quarters and say it’s a real car, not a fiberglass creampuff.

”

— Bill Neri

old-timers. I enjoy meeting them and talking to them.”

Mike Ruth also has a great time talking with the fans.

“It’s amazing, we’ll have people come out of the stands,” Ruth says. “When I was driving the Grumpy car for Mark Pappas, people would say that’s the Matchrace car – that came from Bill’s shop, that’s the piece that he ran. They wanted to touch it, take photos next to it. It was like they found nirvana. We’ve had people get emotional and come up, and they’re so into the Pro Stockers, some think you’re the guy! I’ve had people come up to me and say I was in Amarillo, Texas, when you put Ronnie Sox on the trailer. I tell them it wasn’t me; it was Bill. It is exciting that we’re bringing back memories of when Pro Stock was real cars, and people relate to that. I think the whole world has gone nostalgia crazy in the past 10 years, and we’re just riding the wave.”

Connecting with the original racers “The Rod Shop team that this car represents has a lot of history,” Bob Mayerle says. “We are booked for an event in August, and I was told that one of the guys that will be there is one of Carlton’s original pit crew. The stories this guy will have for us will be fun."

Mayerle invited Jerry Eckman and Bill Orndorff to attend the World Series at Cordova Dragway last year to be a part of the Pro Stock group. The first thing Jerry asked Mayerle is "who would want to see me? I’m this old guy."

“I told Jerry that in my eyes, you’re an old guy, but you’re a hero,” Mayerle says. “I was right too. At Cordova, Jerry and Bill had 750 posters; I think they signed every damn one of them. That’s a lot of autographs for a couple of ‘old guys.’ Now they’re 100 percent into the Nostalgia Pro Stock movement.”

“This is what it’s all about,” Mayle continues. “When I raced Eckman at the World Series, it was to be best two out of three. They may be a little chubbier and a little older, but they jumped just as high when they won as if they won the US Nationals. Friendships are import32 Drag Racing Scene / Vol. 2, Issue 3

The teams try to make these cars as period-correct as possible. Mark Ipsen campaigns this 1979 AMC Concord with the approval of original AMC Pro Stock guru Wally Booth. Fans are equally amazed to see a 401 AMC engine under the hood.

ant to me and I’m making so many new friends in this nostalgia racing.”

The TV show

Ted Peters works on the 500c.i. Hemi in his 1973 Plymouth Duster. Many of the Nostalgia Pro Stock racers comment on how many spectators have resurrected their own cheering sections again related to a Mopar, Chevy, Ford and AMC fan base.

“The gist of the show we’re making is Pro Stock Rescue,” Venning says. “We find an old car, rebuild it, putting it to Pro Stock level and making it safe. We have documented it all, start to finish. We built every single piece of the car ourselves, nothing is bought.”

Venning enjoys every minute of the fans and their comments on the show.

“I loved the old days of Pro Stock,” Venning says, “And everybody you talk to feels the same way. They see a Sox and Martin car and go crazy — they love it and they walk over and say you can’t see any difference in the cars. This is great.”

So, when he got involved with the Pro Stocks, he wanted to do it bigger.

He felt the way to do it is with a TV show.

He says, “Everybody has a race team, and there is not enough recognition.

The TV show has opened doors for us everywhere. And I think it’s helped to grow the sport.”

The growing movement

Roland Lursky currently handles the driving job for the Rod Shop Colt owned by Bob Mayerle. The pair work over the 572 Mopar wedge-powered Colt between rounds.

The racers we spoke to agreed the Nostalgia Pro Stock Scene is in an upward movement. Mark Pappas sees the class growing, but knows that it may take a while to get the true cars out there.

Pappas says, “Pro Stock is tough.

Think about everything you do in that 6.5 seconds down the track. It’s a driver’s class, and we want it to be like it was in the heyday. I think in time, the people who get into it will only get stronger and we’ll soon be to the day when we can actually have 16 correct cars at the track. There is a lot to being period-correct, from wheels, hood scoop, paint job, and stance, to name a few.

The guys who really want to do it will hang on, and there will be more and more correct cars. To keep the interest and pique the fan’s interest, you need to have period-correct cars.

“You come watch us and you’ll see the clutch come out at 7,800 rpm and bam, bam, bam through the gears,” Pappas continues. “That’s what Pro Stock racing is. It’s the side-by-side, the staging duels, the drama that’s built up in match racing.”

Venning thinks the TV show will continue to help the numbers of Nostalgia Pro Stocks grow. “Everybody I talk to is on board,” he says. “Everybody is drooling to see a forty count group of ’70s and ‘80s cars racing together at one track.”

With these guys as the incentive, that could happen sooner than you think. DRS DragRacingScene.com 33

TOP 5 TECH

R

acing transmissions bear the brunt of stresses and high temperatures as they transfer horsepower and torque from the racing engine through the car’s abusive launches and shift points. David Caine from ATI Performance Products provided some great focus points that can help to extend the overall life of your racing transmission and torque converter combination.

1. Heat is the ultimate enemy:

5 WAYS TO INCREASE A RACING TRANSMISSION'S LIFE Words Todd Silvey / David Caine

Equipping your transmission with a good cooler and a deep pan for more fluid capacity is a good way to prevent heat from building in the trans and converter.

“Excessive heat can shorten the life expectancy of both hard & soft parts,” Dave says. “If a racer is going rounds, there may not be sufficient cooldown time. In these cases, the racer should put a fan blowing air directly across the torque converter, which is the real heat sink.”

As an added consideration, Dave suggests the racer crank the engine periodically during this cooldown time to help circulate the fluid through the torque converter and transmission

ATI's SCS-30 Cooling System will completely cool your transmission and converter between rounds without running your engine. An external pump moves 30 gallons of hot trans fluid per hour through the converter, the fan mounted oil cooler, and back to the transmission.

34 Drag Racing Scene / Vol. 2, Issue 3

cooler. ATI also offers its SCS-30 cooling system for Power Glide transmissions and can plumb a TH400 for an external pit transmission cooler like the unit available from Kool Solutions.

“We like to see an operating temperature between 160-180 degrees,” Dave says. “Bracket guys going rounds can see over 200 degrees, but we like to keep it under that if possible.”

2. Shifter Adjustment: The proper alignment of the cable, and even the bracket itself is very important to both shifter operation and transmission life. Improper adjustment can cause the transmission to get caught in two gears at once or simply delay a shift, and that can wreak havoc on the unit, as well as cause serious inconsistency in the car. Just because a bracket is brand new from some manufacturers, doesn’t mean it is correct.

“I can’t stress how critical the tuning of your complete shifter assembly really is,” Dave notes. “Adjusting your shifter is not just making sure the cable slides easily in and out of the lever in the second gear position. Anything less than perfect in each gear and neutral is not acceptable, and you are not done adjusting your shifter!”

A good fluid cooler is the best way to prevent heat from building in the transmission and torque converter.

This Derale cooler sold by ATI Performance features a 650 CFM fan and AN-6 inlets for high fluid flow.

“We find far too often that a bracket needs serious modification to align the cable properly with the lever. A bound or crooked cable addressing the lever can cause issues. Even a loose or untethered cable can prevent proper travel.”

If the shift cable is loose under the car, it can twist and flex, and that can absorb some movement at the point of the shift arm on the transmission. This flex will not allow the cable to push the lever fully to its next detent position.

3. Torque Converter Pullout:

When installing either a new transmission, torque converter, or the pair, any racer should always be sure they have what ATI Performance Products calls “proper pullout.” This pullout describes the distance the torque converter must be pulled away from the transmission as it is bolted to the face of the flexplate.

“If the gap is too tight, (not enough pullout), you can damage both the transmission front pump as well as damage the thrust bearing in your crankshaft,” Dave cautions. “If the gap is too loose, (too much pullout) then you stress the pump gears by not having enough engagement between the hub of the converter and the tangs on the transmission pump gears. This will eventually break the transmission pump, which will stop all fluid flow in the transmission and most likely damage the torque converter as well. ATI recommends .125 - .185.”

The pilot’s position in the crankshaft is also very important. The “pilot” is the small round piece in the center of the converter on the flex plate side that “indicates” the converter by fitting precisely into a machined area in the rear of the crankshaft. This pilot is what keeps

the converter concentric and prevents vibration by ensuring the converter is running true. Using the correct length pilot is also imperative when using a mid-plate. If the pilot is too long, it may bottom out in the crank and if the user doesn’t know any better, he may just tighten up his bolts, bending the flexplate and putting undo stress on the converter, crank, and plate.

4. Time on the Trans Brake: The duration of time that a racer applies the trans-brake is often overlooked.

The longer you hold the trans-brake on while your engine is screaming at wide open throttle, the more heat you generate very quickly. Even racers who utilize rev-limiters while applying the trans-brake are harder on the transmission and torque converter than they may think.

“We have all seen the pictures of the huge fireballs that erupt from race cars

Purpose-made trans-brake buttons for racing are not overly sensitive to an accidental graze by the driver’s hand. Even while driving through the pits, a trans-brake applied will tear up the “low/reverse” band in a flash.

DragRacingScene.com 35

at the starting line,” Dave says. “Sometimes they can be from a nitrous backfire, but in the case of a turbo car, most often it is the transmission.”

When this happens, the fluid has reached a boiling point, and an external transmission line has burst, spraying fluid all over the exhaust and resulting in an instant fireball. There is no “massive stress” caused by just activating the brake. You are simply engaging multiple gears at once which doesn’t allow the vehicle to move. IF the vehicle moves or is moving when the brake is applied, THEN you will damage parts, but simply applying the brake hurts nothing. Yes, holding the brake at wide open throttle for extended periods of time builds heat, and the heat causes an issue, but the application of the brake alone does not.

So, if you stage your race car first in a Pro-Tree scenario, it's ok to apply the ‘brake, but a racer needs to refrain from going wide open throttle until your opponent is fully staged as well. When racing on a Full Tree, it is best for transmission and torque converter life to wait until the first or second bulb is lit before putting your engine “to the mat.” This extra time savings can significantly prolong transmission life.

These views of a shift cable bracket show the lever and cable in straight alignment. Transmission cases, trans pans, and brackets all differ. Whatever modification it takes to have these two components aligned is a must.

TECH EXTRA

Extra tips from ATI

Band Adjustment: Note that this band adjustment advice applies solely to Power Glide transmissions. “The low band adjustment is critical to both low gear operation as well as the 1-2 shift,” Dave says. “Incorrectly set to loose tolerances, your band can slip which will not only cost you valuable ET but also tear up the band and the drum in the process. Adjust the band too tight, and you will “drag” the band causing unnecessary heat, drag, and premature wear on both the band and the drum.”

Regular checks of your fluid’s condition: This is the best way to head off so many major issues. Making sure the fluid is at the proper level ensures you will not be sucking the pan dry during a pass down the track and that everything that is supposed to be submerged in fluid is, in fact, submerged. While checking the level, you can also inspect the fluid’s color and smell. A burnt smell or brownish color can be a common tell-tale sign that trouble lies ahead. It is imperative you catch a fluid problem before it does more damage. If your transmission fluid is discolored/burnt, the transmission is already operating without the lubrication properties it needs from your trans fluid.

Regular service of the transmission: This practice is also a great preventative. Changing the filter and fluid gives the racer an opportunity to inspect the bottom of the pan. Just because fluid comes out of the drain plug looking OK doesn’t mean there isn’t a layer of material resting in the transmission pan. A visual inspection is always a good idea.

36 Drag Racing Scene / Vol. 2, Issue 3

There is an incredible difference between parts store tranasmission fluid and specialized fluid specifically designed for all-out racing and street/strip vehicle applications.

Your racing trans can benefit from both high-temperature protection and shear stability along with low-temperature flow and seal protection.

5. Trans-Brake Button Placement: The placement of the ‘brake

button is important in the sense that we need to ensure a racer cannot accidentally apply the trans-brake during any low gear situation while the vehicle is moving. Even a low-speed scenario while driving through the pits will tear up the reverse components in a flash. Many delay box manufacturers have developed safety lockout in their electronics to prevent the arming of the trans-brake until you are at the starting line. It is still a safe precaution for many “no box” racers to use a

sturdy trans brake button specifically designed for racing that is not overly sensitive to the slightest possible graze by the driver’s hand. DRS Source: ATI Peformance Products Inc., atiracing.com

Proper torque converter pullout is described as the distance between the torque converter and flexplate when the converter is fully pulled away from the flexplate. This clearance should be at least 1/8 to 3/16 inch. Either too tight or too loose can damage your converter or transmission pump.

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PDRA MID-SEASON

Words Lisa Collier Photos Gary Rowe

Brandon Snider, – PDRA Pro Extreme 38 Drag Racing Scene / Vol. 2, Issue 3

REVIEW

After two successful seasons, this year was highly anticipated

T

he PDRA third season has not disappointed. An emotional first half has included smashed records, heart-wrenching losses, and early championship favorites emerging.

The season kicked off in mid-March at Tulsa Raceway Park where cooler than expected conditions led to multiple record-breaking runs. Virginia’s Tommy Franklin flew under the Switzer Dynamics Pro Nitrous presented by MoTec elapsed time (ET) record with his 3.68 pass. While he was unable to back it up for the record, that time still stands as the quickest recorded run to date. Brandon Snider reset the NAS Racing Pro Extreme elapsed time national record with a 3.486. The trend continued in GALOT Motorsports Pro Boost where Kevin Rivenbark set a blistering pace with his 3.751 elapsed time, which he would go on to back up for the record.

While the cooler weather made for incredible numbers early in the weekend, by Saturday evening conditions were deemed unsafe, and the finals were postponed until the Spring Nationals at Rockingham Dragway in early April. Before the race was called, Chris Garner-Jones took the win in Drag 965 Pro Extreme Motorcycle, Kendal Little won Talbert Pro Junior Dragster, and Brittany Staab took home top honors in Megacorp Top Junior Dragster.

Ric Feck – PDRA Pro Boost

Chris Garner-Jones – PDRA Pro Extreme Motorcycle

Lizzy Musi – PDRA Pro Nitrous

John Pluchino – PDRA Extreme Pro Stock

At the postponed finale in Rockingham, it would be the number one qualifiers from each category going on to win the event: Brandon Snider (PX), Tommy Franklin (PN) and Kevin Rivenbark (PB).“I felt the car slide sideways at exactly the same time as the chutes hit,” Snider said of his final round run. “I’ve been in a couple of wild rides in these things before, but I’ve gotta say that probably scared me more than any of them. It was already getting out of shape when they caught me and that wasn’t a good feeling at nearly 220 miles an hour.”

The Spring Nationals is a race that won’t easily be forgotten for years to come. Unfortunately, it wasn’t record-setting runs or hard-fought win lights that tattooed this event on the minds of racers, officials, and fans.

During the last qualifying session of MagnaFuel Top Sportsman, reigning World Champion Ronnie Davis was still on the outside-looking-in of the 16-car field. With one last attempt on the line, he fought his ’63 Corvette nearly all 660 feet of the race track. Past the finish line, it careened across the track from the left lane, tumbling over the right retaining wall before barrel rolling to a stop yards away. Upon clearing the wall, the CorDragRacingScene.com 39

Randell Reid – PDRA Pro Extreme

Eric McKinney – PDRA Pro Extreme Motorcycle

Tommy Franklin – PDRA Pro Nitrous

vette made contact with veteran photographer and journalist, Ian Tocher. To the heartbreak of the racing community, Davis succumbed to injuries on Sunday. Tocher was stable, but would have a lengthy recovery ahead of him. To date, he has undergone nearly a dozen surgeries and continues to improve.

Following the fatal crash, racing was stilled for the day. When final eliminations commenced on Sunday, racers made their runs with heavy hearts. Many victors dedicated their respective wins to Davis. Kevin Rivenbark emerged the winner for the second time in Pro Boost. He was also number one qualifier and set records at both events, completely sweeping the season thus far.

“As John Force would say, ‘This is one bad hot rod,’” said Rivenbark. “We were able to claim the maximum points for two races. This is a dream come true and I really couldn’t ask for any better.”

Rivenbark was clearly the driver to beat all weekend after qualifying at the top of the pack with a 3.761 ET. He ran a 3.751 to tie his newly established Tulsa world record. In the final round, he saved his best run of the weekend for last, a 3.732 ET, a time good enough to reset his own national record.

Steve Jackson – PDRA Pro Nitrous 40 Drag Racing Scene / Vol. 2, Issue 3

Jason Scruggs had hoped to best his runner-up finish from the season opener but settled for another second place when Randell Reid got the holeshot win in Pro Extreme. Travis Harvey, who had been beaten in the postponed Tulsa final by Tommy Franklin, also went to his second straight final in Pro Nitrous, this time getting the win over fellow North Carolinian Jay Cox, with a hole-shot putting Harvey across the stripe first, his 3.763 to Cox’s 3.751.

“I’m really glad to get this win,” said Harvey. “My team needed this win bad.

I did my best driving to compliment all of the hard work they did in preparing this car. I cannot thank my team owner Vaughn Myles enough for this great opportunity. When you line up against a murderer’s row of racers like Jay Cox, Tommy Franklin, and Stevie Jackson, just to name a few people in the class, every round counts in this class.”

Chuck Wilburn bested Ashley Owens in the final round of Drag965 Pro Extreme Motorcycle, emerging as a clear two-wheeled contender this season. For the first time this season, Extreme Pro Stock joined the PDRA in the first of five events the class will run with the series in 2016. It was an emotional win for Richard Penland, who had lost his father the week before. Penland took 2015 off from racing to serve as his father’s caretaker and dedicated the XPS win to his memory.

Dan Ferguson, close friend and competitor of Ronnie Davis also reached an emotional win in the class he championed in 2014. In the weeks following, the PDRA renamed the class Ronnie Davis Top Sportsman presented by MagnaFuel, to honor the fallen racer’s memory and contributions to the sport.

After Rockingham, the PDRA had a little over a month to wait until the Texas Nationals at the Texas Motorplex and, as always, the famed track provided incredible racing action. After playing bridesmaid twice this season in NAS Racing Pro Extreme, the third time was the charm for the farmer from Mississippi. Jason Scruggs got his first win of the season using a hole-shot in his “Mississippi Missile” to beat Frankie “Madman” Taylor to the finish line.

“I had a worry going against everybody today,” stressed Scruggs, who qualified number two with a 3.618. “We weren’t actually running as good as we should be running. Frankie was running well. Brandon Snider, the round before, was like a final round [3.571 to Snider’s 3.572]. Every round was tough today. Everybody out here in Pro Extreme is cur-

Franie Taylor – PDRA Pro Extreme

Travis Harvey – PDRA Pro Nitrous

rently so tough. You have to be on your game on every end and then have a little luck on top of all that.”

A trend continued for the season, in which the runner-up from the previous event got the win. In Pro Nitrous, Jay Cox lined his orange ’69 Camaro up against “Stevie Fast” Jackson’s own orange ’69 Camaro. With Buck Racing Engines power under the hood, Cox was

quicker on both ends of the track to take the victory.

Incredibly, Kevin Rivenbark remained undefeated in Pro Boost.

“It hasn’t even really dawned on me how big it is to win three races in a row,” Rivenbark admitted, after going to his third straight final, this time against teammate John Strickland. “Going into each race, though, I have a big enough

Jay Cox – PDRA Pro Nitrous

DragRacingScene.com 41

John Stanley – PDRA Pro Extreme

points lead that I feel less pressure than like at Virginia last year when I was 13 points in front of number two. I’d rather be calmer and worry about going A to B every time and doing my job than getting all excited about it.”

Chuck Wilburn took home his second win of the season in Drag 965 Pro Extreme Motorcycle. He took out a host of heavy hitters including back-to-back World Champion Eric McKinney and Chris Garner-Jones.

From Texas, the PDRA turned its attention to US 131 Motorsports Park in Martin, Michigan, for the Summer Drags, where one professional driver’s streak would end and another’s would begin. As GALOT Motorsports driver Kevin Rivenbark knew would happen eventually, he faced his first loss of the season. It came from one of the most high-profile cars in drag racing, the world’s quickest and fastest import. The famous EKanoo Racing’s Toyota GT86 was brought stateside to compete in Pro Boost, as well as select other events. Driver Gary White took advantage of a bad run from Rivenbark to put him on the trailer.

Unfortunately for White, he would have to face another GALOT Motorsports driver in the final round.

This time, John Strickland was not to be denied and beat White to get his first-ever drag racing victory. A seasoned and well-decorated tractor pulling veteran, Strickland is a relative newcomer to drag racing, but has settled in quickly.

“I’m just tickled to get to go down the track,” he said. “Any time I can go and be a part of it is just a real fun, exciting thing for me to do. Just to be able to qualify – because everybody out there is real good and got a lot of experience – then go rounds is a success to me, whether I win or not.”

While Rivenbark’s streak came to an end, Jay Cox stayed hot off his win at the 42 Drag Racing Scene / Vol. 2, Issue 3

Bob Henry – PDRA Top Dragster

Jason Scruggs – PDRA Pro Extreme

Texas Nationals, once again getting the win in Switzer Dynamics Pro Nitrous presented by MoTeC. The final round was a repeat of the Texas Nationals, and while “Stevie Fast” had hoped to exact revenge on Cox, he would once again be denied, giving the race away with a red light start.

“It’s hard for people to talk junk to you when you’re winning,” Cox said, referencing a large amount of verbal banter amongst Pro Nitrous drivers and engine builders that have happened this season. “Tommy Franklin and Stevie Jackson are probably the two I talk junk with the most. Nothing personal, but we always like to get into it. And rightfully so; we tend to run each other a lot. I love the smack talk. All it does is make me work harder.”

Frankie “Madman” Taylor was not satisfied with his runner-up finish from the previous event and took his Corvette to victory in Martin. Taylor’s margin of victory against number one qualifier Brandon Snider was an almost indiscernible .0000, or less than one inch. The final round against Snider was easily the best race of the weekend, if not one of the best races in the threeyear history of the PDRA. “It was pretty exciting. I didn’t see his car. I was hoping maybe he hit the tires or something. I saw his scoreboard come up with a 3.54, and I looked up to see what mine ran. It went 3.57, and I was like, how come my win light is on? I said he must have redlighted or something, but they told me I won on a hole-shot. I was pretty excited,” Taylor exclaimed.

Drag965 Pro Extreme Motorcycle saw a first-time winner at the Summer Drags. Q80 driver Meshal Alsaber from Kuwait wasn’t the quickest or fastest bike throughout the weekend, but he was able to pull together the runs he needed to defeat some of the top names in the category. In the finals against Eric McKinney, Alsaber posted a 4.08 to McKinney’s 4.10 to take the win.

Dan Ferguson – PDRA Top Sportsman

Extreme Pro Stock joined the PDRA again in Michigan. Once again, the runner-up from the previous event scored the win. John Pluchino had come in second to Richard Penland at the Spring Nationals. At US 131 Motorsports Park he qualified number one with a 4.10 and then worked his way to the finals, where he used a 4.11 to take the win against Brian Gahm’s 4.12.

DiSomma Racing Engines Outlaw 10.5 will appear at two events on the PDRA tour this season, the first of which was the Summer Drags. Frank Pompilio drove his steel-bodied, twin-turbocharged 1967 Mustang to a 4.12 at 195.74 to qualify number one. A stout 4.05 at 196.76 in the final round was more than enough to beat doorslammer transmission specialist Mark Micke.

Now, nearly halfway through the season, frontrunners have emerged as clear contenders for each PDRA Championship on the line. In NAS Racing Pro Extreme, Switzer Dynamics Pro Nitrous presented by MoTeC and GALOT Motorsports Pro Boost, all of the current points leaders have been to finals in three of the four events run thus far. With one win and two runner-up finishes, Mississippi farmer Jason Scruggs is leading Brandon Snider and Frankie Taylor in Pro Extreme points. Jay Cox has achieved a decent early-season lead over Travis Har-

vey, Tommy Franklin and Steve Jackson in Pro Nitrous. Kevin Rivenbark has the greatest lead in any professional category, sitting atop Pro Boost, followed by teammate John Strickland, South Carolinian Ric Fleck, and Pro Boost’s leading lady, Melanie Salemi. Chuck Wilburn used two final round appearances to go to the top of Drag965 Pro Extreme Motorcycle, ahead of Chris Garner-Jones and two-time PDRA XPS champ Eric McKinney. John Pluchino is the leader of the five-race points championship for Extreme Pro Stock, followed by Richard Penland and Brian Gahm.

In sportsman categories, Dan Ferguson resumes his familiar spot in Ronnie Davis Top Sportsman presented by MagnaFuel. Having led points the majority of the PDRA’s existence, Ferguson is no stranger to wearing the #1 bullseye.

He is chased by Cheyenne Stanley and Chris Gulitti. It’s a close battle between David Brown, Bob Henry, and Justin Kirk in Lucas Oil Top Dragster, the only class where less than 100 points separate the top two drivers. Currently, Kendall Little holds first place in Talbert Pro Junior Dragster, and Mia Schultz leads the pack in MegaCorp Top Junior Dragster.

The PDRA has five events left on its nine-race tour that all leads up to the World Finals at Virginia Motorsports Park on October 20-22. DRS

Kevin Fiscus – PDRA Pro Extreme DragRacingScene.com 43

Words Todd Silvey

EARNING CUSTOMERS Racing together to promote Aerospace Components in the information age

The billet aluminum vacuum pump system from Aerospace Components features three carbon fiber vanes. Sealed ball bearings, onepiece shaft, and carrier assembly have been engineered by Al Kussy, who has a background in Mil-spec engineering. He handles the design and manufacture of every part of these pumps. This design creates a better ring seal, reduces oil contaminates, and creates negative pressure in the crankcase, which reduces oil leaks and increases horsepower.

44  Drag Racing Scene / Vol. 2, Issue 3

g n i k a M s d n e Fri A

erospace Components has been producing high quality racing hardware for 30 years. Al and Kim Kussy started their family-owned company doing government contract machined components. Their earliest products were mainly defense systems, guidance systems, and space station components for NASA. Their machine shop is military certified and adheres to all of the government’s strict quality control guidelines in order to keep this certification.

When it was time to expand their growing business, Kim and Al looked into their long-time involvement in drag racing and began to develop products for the motorsports and performance industry. Their product lines are vast, consisting of brake systems, pump systems (vacuum, water, and fuel), shifters, and more.

These Mil-spec tolerances come into play when applied to the machine fit and finish of brake pistons within

Aerospace Component’s line of fuel pumps use a high-torque, energy-efficient motor. Every pump is flow and pressure tested and features a leakfree externally adjustable bypass. All pumps use a 1/8-inch pressure port with #10 AN inlet and outlet. These are available in 250, 350, and 400 gallons per hour.

their calipers, the smooth operation of a shifter system, or the effectiveness of a tightly sealed vacuum pump system.

One of their more popular products is their brakes. Brake manufacturing has a high necessity for proper tolerances due to composite pistons, which reduce heat transfer to the brake fluid. Aerospace Components Drag Race Brake Kits include lightweight rotors that are 5/16-inch thick and are specifically designed for track use.

Aerospace Components is located in a 35,000 square foot manufacturing facility in St. Petersburg, Florida. Stateof-the-art CNC machining centers and inspection equipment make up the production plant for their American-made product-line.

The Kussys are the perfect combination of knowledge and enthusiasm. Al, who has a background in design engineering, handles the side

of the business that creates the milspec quality product line. Kim’s background is in marketing and finance, which helps to promote the products to the racing world in numerous and constantly-changing venues. Aerospace Components has been quick to adapt to the social media world of online marketing and sales. Kim has recently launched her new concept: Kimmy’s Garage.

Kim and Al Kussy are proud they sponsored the first Wally to be given outside of NHRA competition. “To have NMCA and NMCA West actually use that trophy — that is historical,” Kim said. “When the Aerospace Components Unleashed program moved from NHRA to the NMCA, the Wally trophy went with it.”

For years, NMCA racers could win a Wally. In a new award program, the Kussys continue to host the Aerospace Components Winners Circle today, including their own Victor trophy and specially designed champions hat.

The water pumps are engineered to have a very low amp draw of 4 amps, and a high efficiency motor. The motor contains RF noise reduction to prevent interaction with the ignition pickup sensors.

Always on the forefront of providing news and technical information on Aerospace Components products, Kim has created Kimmy’s Garage on their Youtube page. You can find videos explaining their product line and instructional videos on components such as their Pro Eliminator shifters.

DragRacingScene.com 45

Composite pistons in the billet aluminum brakes are specifically designed by Aerospace Components to reduce heat transfer to the brake fluid. The rear double brake kits include billet aluminum brake hats. The front kits include billet aluminum hubs with bearings, seals, grade 8 wheel studs, and Hawk Performance brake pads.

Kimmy’s Garage was created when Aerospace Components products were being displayed at events and people had questions on how to use their shifter. People didn’t know how to get it out of reverse due to its unique feature. So, Kim decided to make a video tutorial.

“I did it in slow motion, and it was great to show people how to use one hand to shift,” Kim says. “That was how the idea for our videos started, by going to the dragstrip and listening to our customers. These videos bring awareness and engagement, and educate the consumers. Our ideas for videos come from the questions that the racers ask.

We have instructional sheets, but people want to go to Youtube.The growing line of videos explain our products in simple easy to understand clips.”

Kim and Al work hard to keep their products state-of-the-art. They also attend many drag racing events, talking with their clientele. They enjoy answering questions, and are constantly asking the racers for ideas that may improve their products.

“When NHRA did the Aerospace Components Unleashed program in 2010, we were the presenting sponsors,” Kim says. “We have had the Aerospace Components Winners Circle with the NMCA since 2011, and then a couple of years later, we did the Aerospace Components Winners Circle with all of the sanctioning bodies. A special Victor trophy was made, along with a special champion’s hat.”

Aerospace also pays contingency to the win46 Drag Racing Scene / Vol. 2, Issue 3

er or runnerup who utilize Aerospace products. Currently, they pay on five products in all classes with NMCA and NMRA. Recently, Aerospace Components formed a new partnership with Dina Parise’s ProMod racing team.

“We met at the Atlanta Dragway when we were there for the NMCA/NMRA dual race,” Kim remembers.

“Dina was there racing for the first time with them. We met on the start-

ing line and just really hit it off. I presented an offer to her and she was on board right away. It’s a cool fit.”

The partnership is for three NMCA races this year: Indianapolis, Joliet, and Norwalk.

Aerospace Components is on the midway for each event, along with Dina Parise Racing.

Dina is very impressed with Aerospace Components’ philosophy and dedication to their customers.

“Aerospace Components is such a fantastic company,” Dina comments. “I love the fact that all of their products are made in the United States. That’s so important to me. And, I love that they stress the hiring of veterans. They stand behind the products that they make and everything that they do.”

“Dina Parise Racing Team is an A-plus operation,” Kim says. “We've enjoyed working with them. They are always promoting us as their sponsors.

Dina and I are like-minded with our marketing as it truly shows that we care about the racers and fans. ”

Aerospace Components shifter kits have a lightweight, compact billet-aluminum housing and a tool-steel gate for reliable shifting. They uniquely feature true one-handed operation.

Al and Kim Kussy, with Dina and Andrew Parise, and Butch Branzelle at the recent NMCA event.

The partnership between Aerospace Components and Dina Parise Racing works well due to their very similar philosophies.

“Kim and I have a good time with our social media,” Dina adds. “We keep people aware of what’s going on with our team and our marketing partners like Aerospace Components. We let the fans know which events we’re planning on attending, and what we’re doing.”

Marketing used to be a triangle,” Kim says. “Now it is more like spokes on a wheel. No one piece of marketing will do it alone. It takes print, the website, social media, the videos, and being at the races to put it all together and keep it dynamic. With Dina, we’re happy to help her succeed. We want her to win and get in that Aerospace Components Winners Circle this race or the next. That is a win-win for all of us.”

“Our motto for Aerospace is always to treat our customer like we want to be treated,” Kim concludes. “The golden rule, if you will. We’re going to give you a quality component, at a fair price, and our tech support is number one. Our guys go overboard to make sure that everyone is serviced properly.

That’s what has gotten us to this point.

The racers know we care, they trust us and they tell others about us.” DRS Source: Aerospace Components, aerospacecomponents.com

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DRAGSTRIP DEGREE Start a career in motorsports with advanced facilities, project cars, and a campus drag strip

T

here are so many drag racers today who would love to say, “I have a degree in motorsports.” Since 1992, the University of Northwestern Ohio’s (UNOH) College of Applied Technologies’ High Performance Department has offered the love of motorsports in an official capacity, answering professional race team and racing industry demands for a high level of professionalism. When it comes to carving a career in the racing industry, the school offers graduates a recognized advantage in a very competitive market.

Students are not only learning about the technology of motorsports from books and lectures, but they also gain a tremendous hands-on experience within the school’s expansive 70,000-squarefoot Dr. Jeffrey A. Jarvis High Performance Motorsports Complex dedicated solely to motorsports education.

The complex, filled with state-of-theart equipment, is where the students learn custom engine building, fuel systems, electronics/ignitions, drive lines, engine machining, welding and fabrication, steering and suspension, and accessory trends. Outside is a one-ofa-kind testing facility that includes a scaled dragstrip, complete with timing system for the students to learn handson drag racing. There is also a skid pad and off-road track included in the sev48 Drag Racing Scene / Vol. 2, Issue 3

en-acre complex. Whether your desired field of learning is drag racing, circle track racing, off-road, or tractor pulling, the university has motorsports-specific programs for each student to specialize in. We spoke to a number of graduates about their time at UNOH and what it meant to their careers.

Andrew Waits is a 2010 graduate of the Automotive – High Performance Technology program and is now working for Leah Pritchett’s Top Fuel Dragster team.

“When I arrived at the school, a lot of the equipment they were teaching on was very current,” Andrew says. “The classes in automotive engine performance, high performance welding, and high performance fabrication taught us on state-ofthe-art equipment. The professors are very knowledgeable on all of the new equipment, I really feel like I graduated with real hands-on experience.”

Stephen Farmer, the university’s vice president of corporate development, says UNOH tries to purchase and maintain the same equipment they would currently use in any race shop across the country.

UNOH graduates Andrew Waits and Dustin Smeck thrash on Leah Pritchett’s Top Fuel Dragster.

Words Todd Silvey

“That includes everything from CNC machines to valve grinders and boring machines, and more,” he says. “They aren’t going to walk into a shop in the future and see a higher grade of equipment than we train them on, unless it possibly is very specific and specialized machinery in a nitro team shop. The school is working on getting some of that type of equipment in place as well. For the most part, 98 percent of the graduates will work on the same type of equipment they see at the school and not be shocked.”

got a job “Iwithimmediately Jim Head for eight

months after graduating.

I got hooked up with Leah Pritchett Racing and have been with her team ever since.

”

— Andrew Waits Tim Dillon, who graduated at the end of 2003, not only learned a lot at school he got some of his own projects completed as well. He obtained a job straight out of school and has worked with John Force Racing and most recently with Leah Pritchett.

“Being able to weld will help you out in nearly any industry you work in,” he comments. “In the drag racing world, it’s been a big plus because not all of the guys who know how to work on the car know how to weld. That’s one of the classes that helped me the most.”

Tim was also able to work on a Camaro that he and his dad owned.

had an open “UNOH interview during my The various UNOH Motorsports teams include a drag racing team for the college’s three competition vehicles. On campus is a one-of-a-kind testing facility that includes a scaled dragstrip, complete with timing system for the students to learn hands-on drag racing.

“In my high performance driveline class, I narrowed a Ford nine-inch and put it in that car,” he says. “We made brackets to fabricate a four-link suspension for the Camaro as well. My next class was high performance steering and suspension, and we were able to get that rear end mounted in the car, and the four-link suspension installed.”

Andrew says he appreciated the welding class the most.

“They give you your own welder for six weeks and tell you to ‘have at it,’” he explains. “I had never picked up one of those torches before. After six weeks, I thought I knew what I was doing, and the instructor jokingly told me I wasn’t too terrible. Three weeks after I graduated, a couple of fabricators at Force Racing appreciated that they had hired someone who knew the basics.”

Matt Covault works with Stringer Performance on Clay Millican’s Top Fuel Dragster after graduating from the Automotive-High Performance program. He was grateful for the one-onone attention he received from smaller classes and extremely knowledgeable instructors.

“The professors are great and ready to help,” Matt says. “They found ways to make it more interesting for the classmates who were there that weren’t necessarily there for the academics. The professors always taught us in a fashion that students could keep their focus in class.”

The students learn from both classroom and hands-on training. They go to the classroom and learn how the systems or equipment are supposed to work.

“First, it is explained to you, then you go out into the shop and actually do it,” Matt says. “It cements the lesson because you get to go into the shops, put your hands on a project, and complete a job just like the classroom taught.

Some people are better at book learning and pick it up in class. Others need to touch it to get it to sink in. If you are willing to apply yourself, you will ultimately really learn a lot.”

Steve mentions one instructor in particular, Paul Higgins, who is the High Performance Division Head. Higgins has a Bachelor’s degree and is an experienced drag racer from the East Coast.

“Paul, being a former drag racer, he understands the drag racing side of it,” Steve says. “He is also the motorsports coach, and I like that he talks about how they did it in his day. He sees that things have changed so much over the years in the industry and how he has to stay on top of technology. He isn’t working on it hands-on every day, so it is a challenge. He spent all weekend at Summit Motorsports Park during the national event talking to race teams. I don’t think you will find many guys with that kind of dedication anymore. They teach from Monday through Thursday, and that’s all, but these guys, they live it and pass it on to the students.”

“Most of our instructors have had very interesting careers,” Andrew says.

“I’m sure they could easily have had

final year. They host interviews a couple of times a year. That interview is what got me hired.

”

— Matt Covault

wider choices than teaching a bunch of kids out of high school hardcore motorsports. They are tough, but they didn’t pull your teeth out. That helped me to appreciate what I learned from them when I was at UNOH.” Dustin Smeck was in the automotive high performance technology program and after graduation from UNOH, went on to earn his commercial driver’s license (CDL), a recommendation from his instructors.

“If you have a CDL, you are a shining gem to any race team out there,” Dustin says. “Amongst many applicants for the same job, racing teams look for drivers to help run their transporters, as well as be good crewmembers.”

After getting his CDL, he was hired

by Bob Vandergriff to work on Larry Dixon’s Top Fuel Dragster. Dustin then moved on to Leah Pritchett’s team. After Vandergriff shut down the team,

DragRacingScene.com 49

know if they “Teams receive a resume from

us, they are getting the best of the best we have available.

”

— Steve Farmer

UNOH utilizes the same equipment technology in current use in any race shop across the country, from CNC machines, to valve grinders, boring machines, welding equipment, and more.

he immediately got a call from Chad Head Racing.

“I got a call the same day that BVR shut down,” he says. “In drag racing, UNOH graduates are out here everywhere. There were four other graduates at Vandergriff Racing, and I have two others on this team with Chad Head Racing as well.”

Dustin comments about how broad the training was from circle track to drag racing to street performance. He feels like that diversity gave him an appreciation of all types of motorsports.

He really enjoyed the high performance side of his education.

“Getting to work with old school technology and then getting training with newer technology was great,” Dustin says. “It was great getting to see everything that the high-dollar teams use and stuff you won’t and don’t see

getting “Itoappreciate see the different

aspects of each motorsport program.

It wasn’t until I got to go to my first national event that I knew that I wanted to get into drag racing.

”

— Dustin Smeck

50 Drag Racing Scene / Vol. 2, Issue 3

every day unless you work in the high performance business.”

Steve Farmer notes that one of their highest objectives is to try to give young men and women the broadest experience in the industry.

“We want them to get a taste of all of it,” he says. “Sometimes it is hard to get them interested in traditional motorsports if they are into drifting, but we cover 85-90 percent of the land-based motorsports in the marketplace today.

We give them a taste of all of it. And teach them enough to make it in their own direction.”

In addition to the classes, students are able to join a drag racing club and some are lucky enough to participate on the UNOH Motorsports team. The drag racing club is just that, a club to give the interested students an extracurricular place to meet. The club members help maintain the UNOH owned drag cars or can race their own cars as part of the club throughout the season.

The UNOH Motorsports team is a unique opportunity for students to get exposure to professional racing teams, while in actual racing situations. These students must apply, interview with the team coaches, and maintain high academic requirements. The drag racing team is considered part of UNOH’s collegiate athletics and team members may even qualify for scholarship money to help with costs of college tuition.

The drag racing team is the most recent addition to the overall UNOH Motorsports team programs. They have three competition vehicles: a small-block GMC S-15, Ford Cougar, and an alcohol burning big-block Chevy dragster.

“This team is treated just like the rest of the scholarship athletes on the overall campus,” Steve says. “The students get scholarships for making the team, depending on the capacity from driver to general utility guy. We have engine, body, and fabrication specialists. These guys all rotate. There is also a student crew chief and team manager, who does

not rotate. A crew chief reports to the team manager and the manager reports to the coach, just like every race car shop across the country.”

If anything breaks on the race track, it has to be repaired and back on the trailer for the next week’s race.

“Trying to teach that teamwork, that camaraderie is what the motorsports team is for,” Steve says. “It’s the real world experience where they find out that they need to be at the race track at 5 o’clock in the morning, and possibly not back at the hotel until way after the sun goes down. You are working all day long. Some kids don’t like that regimen and decide that the racing team life isn’t what they want to do for a living. Many graduates still do very well in the business side of motorsports at companies like COMP Cams and JEGS. It is very important to us to make sure our students know at what level of motorsports they want to pursue a career.”

Some of the students are exceptional. Steve regularly gets calls looking for students to help out.

“I was asked by Jeff and Leeza Diehl if I had any kids that could work one weekend with their Nitro Funny Car team,” Steve says. “Mr. Higgins chose three students and brought them to the track, and they jumped right in.

Jeff Diehl states, “I’ve been in this business for 30 years, and I’ve never seen anyone able to jump in and just start like some of these phenomenal students.”

Ryan Jenks, who graduated in 2012, was a member of the drag racing club during his time at the school. He worked on both the S-15 and the Cougar.

“When I was there, they had just obtained a stacker trailer,” he says. “One of our projects was taking all the vinyl off the trailer. Right before we got everything done and got it taken out, I graduated. So, I was part of the building process, but not the use of the rig.”

Ryan knows that having the degree has helped him advance in his career.

“When I was still in school, I was talking to a crew chief, and he told me he would hold off on hiring me until I graduated,” Ryan says. “ I am sure that he was looking for someone straight out

of school that was pretty knowledgeable. I hope I fulfilled that.”

He was with the Dote Family Racing team for three years after graduation, working with Hillary Will, then Larry Dixon, and Leah Pritchett. After the team lost sponsorship, one of the crew chiefs on the team cared enough to help him get a job with Kalitta Racing.

“It has definitely been a dream come true,” Ryan says. “I think that all of my hard work at UNOH has paid off. The Kalitta team has all the resources you want. Going to school really kick-started me to where I am with my career today.”

The students work together very well at UNOH. “It was pretty much camaraderie,” Dustin Smeck adds. “Nobody was out for blood so to speak. We were all learning. Obviously, there are always some know-it-alls, but they would learn

as the teachers put them in their place.”

Matt Covault also enjoyed the teamwork between the students. He talked about the group projects that were a part of most classes.

“Everyone had to pull his or her own weight,” Matt explains. “Everyone had to trust each other like a real racing team. If you tried to do it yourself, you just wouldn’t get it done. It taught us how to better manage both our time and our teams.”

UNOH has a very involved job assistance program to help the students out after they graduate. The career services department at the school helps them to put a résumé together correctly. They get a letter of reference from coaches, instructors, or from Steve Farmer himself. Obviously, from the racing teams and motorsport companies that have been mentioned in this story, the school has also developed strong relationships with several race teams.

“When a student is ready for a job, he can call us,” Steve said. “They let us know what the interests are, and we will send their résumés out to race teams.

Teams know if they receive a résumé from us, they are getting the best of the best we have available.”

“It’s safe to say that these teams are 99 percent happy,” Steve stated proudly.

The RHS® LS Solid Aluminum Block is the perfect solution for “cast blocks only” drag racing classes.

was part of a racing “Ifamily.

I didn’t want to

just be a mechanic; I only wanted to work on drag cars. This was a great resource for me to learn what I wanted to do.

”

— Ryan Jenks

“You are going to have one or two that don’t work out, but for the most part, the people we place are happy where they are at, and the teams are happy with them.” DRS Source: University of Northwestern Ohio, unoh.edu

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TOP 5 TECH Words Dan Hodgdon

FIVE ELECTRICAL SYSTEM TIPS AND TRICKS

W

hether you are thrashing away on your race car in the shop getting ready to head to the track, or feverishly working in the pits in advance of that next pass, sometimes it can be easy to overlook the simplest things. In the heat of the moment, you may be left scratching your head — or throwing tools. Ignition problems and oversights are some of the biggest culprits, but luckily they can be easy to fix, or keep from happening in the first place. We asked Terry Johnson of FAST Ignition to give us five ignition tips and tricks.

1. Grounding: “Grounding of all electrical components is critical; a good ground is not a strap pop riveted to the chassis,” Johnson says.

He notes the importance of having a good main chassis ground using high-quality grounding connections.

It’s also necessary to maintain a continuous 12-gauge ground wire from the ignition box to the chassis. Line extensions are acceptable, as long you use high-quality connections and maintain the 12-gauge wire size.

You also definitely do not want to mix wire gauge. If 12 gauge is the proper gauge, maintain the same gauge wire for the entire length. Use the ground lug located on the ignition system mounting plate (if that type is used).

2. Distributor Leads: “The leads from the distributor must be routed separately from the spark plug and coil primary wires,” Johnson says.

52 Drag Racing Scene / Vol. 2, Issue 3

They should be shielded with metallic-shielded wire, with only one end grounded at the ignition plate. If both ends of the shielding are grounded, this could cause excessive “electronic noise” issues.

3. Battery and Alternator: “Check your battery voltage and maintain it at a proper level at all times,” Johnson stresses. “A fully charged 12-volt battery should read 13.2 volts +-. A battery with low current power could cause the ignition to malfunction.”

You also want to make sure the ground strap is attached both to and

from the battery, and remember to never attempt to start a car with a battery charger attached, as voltage spikes can occur.

Related to the battery, of course, is the alternator. Make sure your alternator is in working order to maintain proper voltage to your battery. “On a 12-volt system, the alternator should be putting out 13.8 to 14.6 volts,” Johnson says.

4. Spark Plugs and Plug Wires:

Spark plugs are another crucial (and perhaps the best-known) element of an ignition system.

Spark plug wires are perhaps the simplest, but also most important part of an ignition system.

“Always use a resistor core spark plug,” Johnson says. “This is an additional aid to reduce ‘electronic noise’ in the system.” Remember to not mix sets with resistor and non-resistor plugs.

As for plug wires, they must be “suppression wires,” either carbon-based or helically wound. Do not use solid core wires.

5. General Reminder: Johnson says there are three important things to remember when working on wiring in the pits. It may sound like common sense, but as we all know, sometimes that goes out the window when thrashing to prepare a car for that next pass.

“You never want to weld on a car with the ignition system hooked up,” Johnson notes.

It is also critical to be aware of the fact a 12v wire that arcs to ground on the car could spike and damage ignition systems. Also, be sure to never charge the battery with the ignition system plugged in, due to potential voltage spikes.

While it’s possible for other gremlins to arrive, and of course they usually do, this should give you some good reminders and useful tips for how to keep your drag car firing at the track. It’s simple advice, but it may prove invaluable. DRS

For successful NMCA racers like Don Bowles, following these ignition do’s and don’ts are critical.

Source: Fuel Air Spark Technology, fuelairspark.com

TECH EXTRA

If you are running a FAST Ignition system, remember to use the red LED light on the end cap for any no- start situations.

When the ignition switch 12v+ is turned on, if you have a good power supply and sufficient ground, the light will come on. If it does not, the problem is in the power or ground to the ignition. If there is a solid red light with switch on, it should blink during cranking, indicating a good trigger signal from the distributor or crank trigger. If the light stays solid red (not blinking) during cranking, the problem is from your trigger source, not the ignition. This is a very helpful tool to diagnose a nostart situation.

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TOP 5 TECH

E

fficient stall speeds (the rpm at which a converter must spin to overcome a given amount of load and begin moving the turbine), fast acceleration speeds, and good mid-range power are paramount to getting the most from a converter. We got Jeff Reed, a successful drag racer and longtime TCI Automotive employee, to provide us with a few things he needs to know before building or selecting a torque converter for optimal results on the track. These tips will be helpful for your own torque converter research, too.

1. Vehicle Weight: This may seem obvious, but knowing the weight of your

Words Dan Hodgdon

FIVE DRAG RACING TORQUE CONVERTER CONSIDERATIONS vehicle is extremely important when selecting the proper racing torque converter. More resistance means you will need to choose a converter with a higher stall.

2. Peak Torque and Horsepower: Knowing torque numbers is im-

portant because you want the stall to lock up near the engine’s peak torque.

Lock-up means the engine is locked to the transmission input shaft, and provides 1:1 communication from the engine to the transmission. This reduces slippage and increased heat inside the converter. Thus, understanding your engine’s peak torque will provide the most efficient use of the converter and allow you to get down track fastest.

“On naturally aspirated engines, knowing peak torque really helps me

The torque converter is one of the most important, yet also most misunderstood, components of a drag racing setup.

get a customer’s combination right the first time,” Reed says.

Meanwhile, horsepower helps Reed select the proper internal parts.

“Horsepower tells me what torque converter core I need to use to build for a user’s setup,” Reed says. “Five hundred to 700 horsepower wouldn’t use the same core as a vehicle making 1,000 to 1,500 horsepower, and 1,600 to 2,000 horsepower would be a different core also.

3. Cam Specs: The mildness or aggression of a cam setup is also an important part of torque converter selection.

If a cam has less than 220 degrees duration, which is typical of a street/strip vehicle, you most likely will need a lower stall speed converter. An all-out race setup will need a much higher speed.

4. Rear Gear Ratio: Quite simply, a converter with a higher stall speed will require more gear. Gearing is extremely important to make a converter lock up properly and perform optimally.

“This will tell me how the convert-

er will perform at the finish line,” Reed explains.

5. Transmission Type: Whether the transmission is a two- or three-speed is also important. If the setup is naturally aspirated, a converter will be built differently depending on transmission type.

“On a 1-2 shift on a two-speed you want to keep the rpm drop no more than 700-800 rpm,” Reed explains. “On a three-speed, the rpm drops on each shift would be 300-500 rpm, depending on the setup.” DRS Source: TCI Automotive, tciauto.com

TECH EXTRA

Power adders and nitrous “I talk to so many guys that buy a converter somewhere, then go to the track and spray a 250 shot and tell me the converter is way too loose,” Reed says. “It’s the same thing on a turbo setup, where they might have a converter for a naturally aspirated engine.”

Turbos make boost at lower rpm, so this will change the stall of the converter, depending on when the turbo starts to make that boost. Meanwhile, nitrous setups are similar to turbocharged engines because the nitrous will come on at lower rpm, meaning it’s very important to know how much nitrous the driver is using so the converter stall can be set up properly.

Supercharged setups on the other hand make power at a higher rpm.

“It’s my job to set the converter up to get the engine rpm up faster and lock up on the top end of the track,” Reed says.

While the full list of questions that can be asked when selecting a drag racing converter would take up way more space than we have here, these are a few most common, yet easy to over-

look, areas to consider.

For some setups, the selection is easy, while a heavy car with a mild cam and a three-speed transmission might require some compromise.

That’s why for guys like Reed, more information is always better.

“My opinion is that you cannot ask too many questions about a customer’s combination,” he says.

With A Splash Words Todd Silvey

The largest sportsman drag racing series has exceptional track promoters “turning up the show”

I

t’s an exhilarating feeling for a drag racer to drive down the track in front of a huge crowd of spectators. Usually that experience is limited to national events or exhibition races.

Rarely during a Lucas Oil Drag Racing Series (LODRS) event is there a large number of fans in the stands. Two facilities in the Midwest, Summit Motor-

Bill Bader uses in-house tools to promote, including their website, mailing lists, email lists and what Bill calls gorilla marketing and hand-to-hand combat marketing.

56 Drag Racing Scene / Vol. 2, Issue 3

sports Park and Route 66 Raceway, are working to change that precedent and making a great success of it.

Bill Bader, owner of Summit Motorsports Park, added the Cavalcade of Stars in 2007 when the facility became an NHRA member track.

“To be honest, when we became part of NHRA, all eyes were on the national event,” Bill says. “I was unfamiliar with their division races. I had a lot of track operators calling me with ideas, telling me to do it as bare bones as possible and just be happy with doing okay for the weekend.”

Bill met with Jay Hullinger, the Division Three Director along with Len Imbrogno, who was Director of Sportsman Racing and Member Tracks at the time. They painted the picture of what an LODRS was.

“With the exception of not having Pro Mod and Top Fuel, it was a really good IHRA national event platform,” Bill says. “We had killer alcohol cars, Top Sportsman, Top Dragster, the Super classes, Stock, Super Stock, Comp Eliminator, the whole thing. We had

the core there, and I thought we can sprinkle in some jets and fireworks and we’d have basically a national event.”

They created the name Cavalcade of Stars, and for 10 years now the LODRS has been branded with that title at the Norwalk, Ohio track.

“I chose to make Top Alcohol Dragster and Top Alcohol Funny Car kind of our Top Fuel Dragster and Nitro Funny Car of the day,” Bill says. “Though they don’t burn nitro, they’re going 270 mph, and that’s a bad ass car.”

Just like the spectacle of an NHRA national event, The Summit Motorsports Park LODRS is titled the Cavalcade of Stars. Classes like Top Alcohol Funny Cars and Dragsters are promoted with pre-event publicity that makes them a part of the “show”.

“I had a meeting with the alcohol teams the first year of the event and explained to them my vision of what this event could be,” Bill continues. “It was met with a mixed bag. People were kind of skeptical. Over time, they drank the water and bought in. We started building an incredible talent line-up.”

Scott Paddock, President of Route 66 Raceway, created the Burndown at Sundown shortly after he arrived at the track in 2012. He and his team saw they had this great event with the LODRS, yet it was a participant event only.

“We have all of the built-in infrastructure and expense that goes into putting on the event,” Scott explains.

“The business model with that event historically is that it’s a back-end event for participants. We simply created a hook that would draw in more spectators to expose them to our facility and to the great sport of drag racing and the LODRS.” It seems to have been a pretty good formula so far. Though there are additional expenses with staffing gate operations and security, along with the exhibition cars, they are offset by the additional spectators attracted to the event.

“It’s been a win-win, and I give Jay Hullinger a lot of credit for understanding the value,” Scott says. “These division racers like racing in front of fans.

They want people in the grandstands.

The focus and the priority of that event are always going to be around the racers and the competition. The exhibition cars are secondary. If the exhibition draws in first-time fans, casual fans, and exposes them to Route 66 Raceway, the LODRS, and the NHRA, it’s a win-win.”

Scott Paddock explains the NHRA points race is a great series with exceptional car counts.

The extra “show” is a hook to bring in fans, who will hopefully then come back in a few weeks for The Route 66 Raceway national event.

With most NHRA LODRS events achieving 400-650 entrants at an event, its a great show for the hardcore race enthusiast. Filling the grandstands has always been a chore at these races.

For both facilities, promotion of the event is key. Each follows a different formula for marketing the event. At Route 66, they put a lot of radio ads into the event, as well as placing it on event calendars around the region. Another unique tool they’ve utilized is Groupon.

“I don’t view Groupon as a discounting tool, I view it as a way to reach a database of millions of consumers and residents in the Chicagoland area with an offer,” Scott says. “It doesn’t cost me anything to do that. It brings in new fans to introduce to drag racing and NHRA for the first time, and it’s a great marketing tool for us.”

Since the event at Summit Motorsports Park is in May, they don’t want to spend a lot of marketing dollars on an event that sees rain four out of five years. They use in-house tools to promote, including their website, mailing lists, email lists, and a lot of what Bill calls gorilla marketing and hand-tohand combat marketing.

“The first year, we printed 10,000 tickets and my sister, Bobbie, and our marketing person, Nettie Damron, got on the phone and personally called all of our sponsors,” Bill says. “We invited them to the race and gave each a limited number (250-300) to each compa-

Many hardcore racers may call the exhibition part of a race “the circus” but jets, wheelstanders, and match racers can reasonably fill the stands, even on a rain-plagued LODRS such as this year’s event at Route 66 Raceway.

DragRacingScene.com 57

Many Nostalgia Pro Stock racers were part of the Route 66 Raceway LODRS. Not only are they popular with the fans, they drew many hardcore racers to the fence to watch the match racing.

Putting “buns in the bleachers” does not necessitate a show only with wheels. Summit Motorsports Park invests in a fireworks show at a number of summer events. Their reputation within their area makes it a “go-to” place for entertainment.

ny. We got an 80 percent redemption on that promotion, which is exceptional.” They did it by creating the idea that those tickets had a cash value, and also by limiting the numbers each company received.

“Those tickets were highly sought after,” Bill says. “Every sponsor called back and asked for more, and we said we were out. We created a value from the very beginning. If we had just set them out on store counters in huge piles, they’re not worth the paper they’re printed on.”

The racers love the events because they are the stars of the race. Summit Motorsports Park books in a couple of Jet Dragsters and some Funny Cars, along with providing an outstanding fireworks show at the end of the night.

This year, they brought in Scott Heat’s 50 Cal jet dragster, Sarah Edwards with the Queen of Diamonds II jet dragster, and Rich Hanna and Ken Hall with jet Funny Cars. The schedule makes the Top Alcohol Dragster and Top Alcohol Funny Cars the “Top Fuel” and “Fuel Funny Car” of the weekend.

“Drivers come out of the staging lanes, make that right turn and look down the track and the stands are packed,” Bill says. “We make a big deal out of the sportsman racer. We do autograph sessions with many of the sportsman teams and give them the ‘A’ presentation that they don’t get at a national event. We had 650 cars at the Cavalcade this year.”

At different points throughout the weekend, a different sportsman class is featured. On Friday nights, Super Stock and Stock are highlighted. On Saturday, it’s Top Sportsman, Top Dragster, and

To make Top Sportsman and Top Dragster entertaining classes, they need just one small push: a good announcer. If the PA system is filled with excitement and informative banter about these 200 mph sportman racers, they become a part of the “show” as well.

58 Drag Racing Scene / Vol. 2, Issue 3

chose to make Top “IAlcohol Dragsters

and Funny Cars kind of our Top Fuel Dragster and Nitro Funny Car of the day. They’re going 270 mph and that’s a bad-ass car.

”

— Bill Bader

Comp Eliminator. The alcohol cars are a premium placement in the show all weekend long. But, the Super classes are given their time in the sun.

Bill says, “Every class gets to be the star of the show at some point, and I think that sells car and driver and crew tickets for us because people want to be a part of that.”

Route 66 Raceway uses the event as a promotional item to bring in casual spectators and introduce them to their product.

“The LODRS is a great Route 66 Raceway used the website Groupon to potentially introduce drag racing and NHRA to many for the first time. They also created an online questionnaire in an effort to fine-tune future events, based on the attendees’ responses.

series and our car count was huge this year,” Scott says. “We feature the sportsman racers to the crowds of spectators and make them feel special. We use the exhibition cars as a hook to bring in fans, who will hopefully then come back in a few weeks for our national event. We set up a beer garden, bandstand area with a band, food and beverage offerings, and then put our marketing tent with our show car next to it to build our database. This year’s exhibition cars included KC Jones with his Cannonball Express Jet Car, Chattanooga Choo-Choo Jet Car, and Crazy Train Wheelstander.

The key for the events is to keep it fresh each year and keep it growing.

They both try to bring in a new exhibition car each year, and Route 66 added fireworks for the first time in 2016.

“We feel pretty confident that our efforts are paying off,” Scott says. “The hope is that first-time fans will continue to come back and keep telling their friends. We know that they were sharing content through their social media using our hashtag. That can grow exponentially.”

“You know you’re doing something right when a racer tells you the Cavalcade was on his bucket list and he’s here from Nebraska to check it off that list,” Bill says. “Those track owners who told me to keep the divisional race bare bones, I would say they were wrong. It is a low-cost, low-risk opportunity. It does take a lot of work, some skill and a lot of ground attack. We are selling the experience and making it work.” DRS DragRacingScene.com 59

TOP 5 TECH

Words Brandon Flannery

FIVE WAYS TO NOT BE AFRAID OF THE BIG BAD BOTTLE

W

hen you’re wanting bang for your buck, there is no better bargain than nitrous. From lawn mowers to airplanes, bone stock or over-the-top modified, you can safely and effectively put nitrous oxide on just about any combustion engine and gain large amounts of horsepower. Unfortunately, decades of folklore and movies have created an obscured shadow of mystery and a cloud of doom over this simple-to-use power adder. We called the folks at Zex to help shed a little light on the subject and clear the air.

1. Understanding Nitrous: The first misconception about nitrous is it is flammable, or a fuel. In reality, it is neither. It’s an “oxidizer” that adds oxygen to combustion. At room temperature, it’s a colorless, non-flammable gas with a bit of a sweet smell. It’s made up of two parts nitrogen and one part oxygen, and it releases that oxygen molecule during the combustion process. This provides more oxygen than the air alone, especially at elevated temperatures, since hot air is less dense. Combine this with a fuel that needs oxygen to burn, and it increases results dramatically.

A “dry” system sprays only nitrous oxide, no additional fuel, into the engine.

60 Drag Racing Scene / Vol. 2, Issue 3

Like many gasses, nitrous is stored in bottles as a compressed liquid.

When sprayed into an engine, the evaporation and expansion of the liquid nitrous causes a large drop in temperature that cools the intake charge. This cooling slows down the wildly moving air particles and allows them to increase their density within a given space. Denser air allows more air/ fuel to be packed into the cylinder and cold air combusts better. Most racers know cold air is free horsepower.

Contrary to general assumptions, most problems from nitrous are not mechanical failure due to increased power. If the directions and proper setup are followed, most engines will see no increase in engine wear. Obviously, the engine needs to be in good shape and able to maintain proper operating temperatures. Any oil entering the combustion chamber can also cause detonation. It’s worth noting that most performance chips in an ECU will advance ignition timing to gain horsepower, and this will also cause detonation. Unless they are programmed for nitrous, they are not suitable.

2. Spark plugs: Ideally, spark plugs need to be changed out with ones that are two steps colder in heat range to accommodate the increased heat and protect against detonation. Generally, factory platinum plugs should be replaced with copper ones, and the gap reduced, from .050 to .040-.035 for example.

When nitrous is added, cylinder pressures go up, and a tighter gap doesn’t get “blown out” as easily. Additionally, the change in air/fuel composition with additional nitrogen requires more en-

ergy to ionize the mixture, which can result in a weaker spark. Increasing coil voltage can help, but the smaller gap allows a smaller spark time to occur.

3. Risks: On normal factory engines, increases of up to 125 hp can be run on premium pump gas on a basic fuel system. Above 125 requires race gas and basic upgrades to the fuel system. Major engine upgrades leading to higher horsepower - like heads, cams, turbos, and superchargers - require an upgraded fuel system to supply enough fuel. Zex has a “booster” fuel pump for EFI with return-style systems.

Since nitrous allows a denser charge into the cylinders, it dramatically increases cylinder pressures. This increased cylinder pressure results in higher temperatures during combustion, and can potentially melt a piston or valve. It may also crack or warp the head, causing pre-ignition due to un-

A “wet” system supplements the nitrous system with additional fuel. The additional oxygen can cause a lean condition in higher-horsepower, high-rpm systems. Adding fuel ensures the mixture stays correct. Separate solenoids are used for the fuel and nitrous.

A “blow down” kit uses a safety burst plate in the valve to vent the vapors out through the bottom of the vehicle and not into the cabin.

even heating from the damaged surfaces. Very large increases in a reciprocating engine require the mechanical structure to be properly re-enforced.

However, this is for extreme applications. An increase of 75 or 125 hp will rarely hurt anything when set up properly. Timing also plays an important factor and should be retarded per the manufacturer’s instructions.

Often times increasing horsepower with any kind of power adder leads to a need to increase traction, especially at the drag strip. Adding slicks, in particular, will then back the strains of the additional power through the clutch system and the rear end. Obviously, the bigger the increase, the more at-risk these components get.

4. Bottle basics: Bottle safety is important. An ideal location for the bottle is in the trunk with a blow down kit vented through the floor. The nitrous is compressed into the bottle at high pressure (900-1100 psi) in liquid form and is released electronically with a solenoid.

As pressure in the bottle fluctuates, the stream of nitrous can vary. Hotter temperatures result in higher pressures, and, likewise, lower pressures in cold weather or conditions. Since bottle pressure is influenced by temperature,

Although it looks cool, purging is actually part of the operation. Since nitrous oxide is a gas compressed into a liquid and changes with temperature, it’s best to clear the lines before use. This will ensure a solid, consistent line charge. Failure to do so may result in an erratic, inconsistent charge that can cause combustion issues.

a simple bottle heater blanket can help keep the gas at a stable, optimum temperature.

Purge kits are used to clear the lines of any unwanted air or vapor that may affect the system’s performance. Since the nitrous is giving the engine the extra ability to burn, it needs a stable amount of fuel to avoid a lean condition. There are several ways systems can increase or decrease fuel to ensure the right amount is being used, and they are discussed below.

Bottle capacities vary, but a normal 10-pound bottle can be filled for around $30, and a 75 hp setting (which is controlled by the jets in the supply hose) will provide around 10 quarter-mile runs. Stepping up to 125 hp nozzles will obviously flow more nitrous, and is usually good for around six passes.

By far, the safest way to activate the nitrous flow once the system is armed with a toggle switch is with a wide-open throttle switch. Anything other than wide-open throttle increases the chance for intake system backfires, and rpm need to be above 2,500 at the very least, especially while in high gear, to reduce chances of excessive cylinder pressures that could damage the engine. While this can be achieved with pushbuttons, Throttle Position Activation uses microprocessor circuits that learn the voltage curve of an engine’s throttle position sensor to activate at wide open throttle.

On applications without a TPS, throttle arm-activated micro switches are used. Additionally, a “window switch” can be used to only flow nitrous within a pre-set rpm range. This eliminates low-rpm intake backfires and shuts the system down before the rev limiter activates. Though running the engine on nitrous through the limiter is safe for the engine, shifting under full power can be hard on clutches and transmissions.

5. Wet or Dry?: Another area of mystery is the wet or dry systems. No, one isn’t in a powdered form. What it means is whether or not the nitrous system incorporates additional fuel into the mix. A “dry” system is straight nitrous. These are often used in fuel injection systems that can add additional fuel on their own. A “wet” system has a nitrous supply and a fuel supply. These can be tapped into the fuel system.

They work well on carbureted engines, but can also be used with fuel injection, tapping right into the fuel rail.

Zex’s Active Fuel Control allows enrichment fuel to be added as pressure in the bottle fluctuates. This means the nitrous tune stays correct for engine safety and power at all times. A nitrous

Ideally, the bottle should be mounted at an angle with the label facing up. This puts the internal pickup tube at the bottom corner to steadily collect the liquid gas.

management unit (NMU) controls the flow of fuel and nitrous, and nitrous can be sprayed before the throttle body, just under a carburetor, or directly into the ports of the manifold. Advanced systems use several “stages” and may even use a combination of methods.

For a street rod or a fun weekend car, nitrous is a very effective power adder. The costs are low for the amount of horsepower gain, and, when properly installed, pose little wear and tear threat to the engine.

It should be noted that street legal cars are allowed to have nitrous systems, but the hose must be disconnected, (or the bottle be empty) and the system off.

In short, it’s okay to have, but not use on the street. DRS Source: Zex Nitrous, zex.com

TECH EXTRA

Nitrous use dates back to 1772 When Joseph Priestley synthesized the gas by heating iron filings dampened with nitric acid. A breathing apparatus was created in 1794 as the effects became known. In 1799, the British upper class held “Laughing Gas Parties,” using it for recreational purposes.

Dentist Horace Wells first used it as an anaesthetic for dentistry in 1944.

On the mechanical side, it’s been used as an oxidizer for rocket fuels since 1914, and famously used during WWII in airplanes. The Luftwaffe aircraft with the GM-1 system used nitrous oxide to boost power, though it was originally meant to give the aircraft superior high-altitude capabilities where oxygen was scarce. It was only used by specialized planes like high speed bombers, high-altitude interceptors, and reconnaissance aircraft.

DragRacingScene.com 61

Q U A K E R

PILGRIMAGE

62 Drag Racing Scene / Vol. 2, Issue 3

Words Todd Silvey Photos Steve Vreatt, Carl Skillman

T

he Funny Car Nationals and Nostalgia Classic at Quaker City Motorsports Park is one of the more anticipated events for nostalgia drag racing spectators and racers alike. This year’s ninth annual event did not disappoint, as 28 Nostalgia Funny Cars ran down the quarter-mile in front of a huge crowd of fans on Sunday at Quaker City Motorsports Park.

In addition to that field, the Ohio Outlaw AA/Gassers, Southern Slingshots front engine dragsters and altereds, the Nostalgia Notions racers, and United Manual Transmission Racers also laid down their brand of entertainment.

“The fans keep enjoying this more and more each year,” A.J. Foxx, track owner, said. “I see a ton of the same people here every time we hold this race.

They look forward to it, and I’d have to say it is by far the most anticipated event we have for spectators.”

Each class has its diehard fans, and the track gets calls and emails asking about a specific class and if it’s going to be included in the race.

“It is kind of crazy how every genera has its diehard fans and cliques,” A.J. continued. “But I also get a lot of positive feedback from first-timers, or those with very limited experience watching drag racing. It’s turned out to the best event we hold here.”

The track opens up on Friday night with a test and tune as the racers start to fill the pits with everything from junior dragsters to the Alcohol Funny Car exhibition racers. Saturday is set aside for the bracket racers, and many of the nostalgia racers take their cars down the track on shakedown runs.

Once Sunday arrives, it is all about the Nostalgia Classic. In addition to racing, there is a vendors midway, where event title sponsor Pace Performance had eight crate engines set out with tech personnel to answer questions

DragRacingScene.com 63

about allof the different configurations.

Good Vibrations Motorsports is also a staunch supporter of the event, and Jim Maher and his crew traveled from California with his trailer full of goodies.

Food trucks kept fans and drivers well fed, and many of the participants spent the night on the grounds.

Once the racing began, announcer Bret Kepner shared his expansive knowledge about the cars and drivers with the crowd, keeping everybody well entertained as well as informed.

“This was our second year to bring in Bret to announce,” A.J. said. “It does add to the event, without a doubt. Between his vast knowledge and spunky, upbeat personality, it definitely keeps the fans entertained. My local announcers definitely don’t get the microphone too much during the day. We feed it to Bret, and he takes care of it for us.”

The United Manual Transmission Racers (UMTR) put on a show for the fans of stick shift competition. There are two classes in UMTR racing: QuickStick Class for cars 11.99 and under and StreetStick class for street/strip cars of any ET. In UMTR Quick Stick, Roger Blile in his “Acme Chevelle Kit” won over Kurt Neighbors and the “Cobra Venom II”. In the UMTR Street Stick class, Jason Summer beat out Art Birchenough.

A.J. and fellow track owner, Norm Foxx (A.J.’s father), try to add something new to the event every year, so it doesn’t get stale. So, a week before the event, they spoke with Dennis Salzwimmer, director of the Great Lakes Nostalgia Funny Car Circuit, and they all thought it would be cool to get all of the Funny Cars out on the track at one time for a photo shoot in front of the stands.

“We’d like to see if we can get all of the groups out there next year,” A.J. said. “I think they would jump at the chance to do it. We also had the auto-

64 Drag Racing Scene / Vol. 2, Issue 3

Krista Massarella was doing double-duty and won the Top BUG (Back-Up Girl) award for backing up her husband, Chris, in his “Total Insanity” Funny Car.She also drove her “Temporary Insanity” Funny Car throughout the weekend.

graph sessions this year, and that went over very well too. We never want to do the same thing year after year; we just want to keep it interesting for racers and fans alike.” ‑After all was said and done, in the Injected Funny Car final, Frank Barnard paired up with Willie Johnson in his “No Money No Funny” Nova. Willie took the win when Frank spun the tires in the final round.

In the blown finals, Jon Wall got

the win in his “Fireball” Monza, running a 7.02. He got past Ron Ooms in his “Streaker’s Ride” Camaro. Ooms went 7.09 for runner-up. The “Time Bomb” Vega funny car won the burnout contest.

Krista Massarella was doing double duty and won the Top BUG (Back-Up Girl) award for backing up her husband, Chris, in his “Total Insanity” Funny Car as well as Bob Russell’s “Iron Outlaw”. She also drove her “Tempo-

get a lot of “Ipositive feedback

from first-timers or those with very limited experience watching drag racing.

It's the best event we hold here.

”

— A.J. Foxx

rary Insanity” Funny Car throughout the weekend.

Drag racing legend, Bunny Burkett was a crowd favorite, making her appearance at the track despite her father having passed away just a few days prior. She was not driving her well-known alcohol Funny Car due to having major surgery, but has vowed that she will drive again soon. She was celebrating her 71st birthday at the track.

Scott Ringwood, in “The Mistress” Funny Car, got the win in two out of three exhibition runs during the Saturday night Funny Cars under the Lights, sponsored by Good Vibrations Motorsports. After working on the car all weekend long, they brought the car out for one last pass at the end of Sunday and laid down a 6.27 to show they had fixed the problem, garnering an ovation from the crowd as the night came to an end.

The Best Reaction time by a supercharged Funny Car went to John Troxel’s “Mopar Crazy” Challenger, tuned

by Roland Leong and driven by Chris Schneider.

Alan Borowski earned the win in Ohio Outlaw AA/Gasser. Less than 12 inches divided Borowski and Brian Spott in the final round. It was noted as the tightest race of the weekend event.

Both in their ’48 Anglias, Borowski ran a 5.596 but had a holeshot advantage on the starting line to defeat Brian Spott, who ran a 5.590. Borowski also got the Alkydigger low qualifier award, as well as the Good Vibrations Reaction time win with his .518 light during eliminations.

“This event draws in fans and racers from almost every state,” A.J. said. “We get from near, far, and everywhere in between. I can’t wait to see what happens next year. Dennis Salzwimmer has promised that for the 10th anniversary of the race on May 27, 2017, that there will be 32 Funny Cars on our grounds, and I can’t wait to see it.” DRS DragRacingScene.com 65

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.

Get off (the line) quicker TCI, GM 700R4 Transbrake Valve Body Kit Stall the converter for optimal torque off the line with this kit. By pressing the transbrake button, the user can engage first gear and reverse at the same time, locking the car in place. The user can then apply the throttle, reach optimum rpm, release the button, and launch the car. This reduces reaction times and allows for quicker acceleration. The transbrake valve body also allows full boost to be obtained more quickly in a turbocharged engine while the vehicle is being staged. All necessary wires and connectors are included for installation. tciauto.com 888.776.9824

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DragRacingScene.com 66 Drag Racing Scene / Vol. 2, Issue 3

Save weight and keep cool Holley Performance, Frostbite Aluminum Radiators These radiators are available in 2-row, 3-row, and 4-row units for GM,Ford, Chrysler, and platform-specific GM LS Swap applications. Dependable,reliable Frostbite radiators are perfect for trucks, off-road vehicles, drag cars, muscle cars, street rods, and modern-muscle applications up to 1,000 horsepower. They’re available in down-flow, cross-flow, and dual-pass configurations, and all have more cooling fins per inch than can be found on lesser stock radiators.

Frostbite’s billet-aluminum fittings and tank also are made of aircraft-quality aluminum, which makes them up to 30 percent lighter than ordinary OEM-style radiators of copper/ brass construction. All seams are 100-percent TIG-welded for an airtight, leak-proof seal, and the aluminum core is far more corrosion-resistant than traditional brass/ copper models.The highly polished tank lends a show-car look to any engine compartment right out of the box, and all Frostbite radiators come complete with a 16-pound radiator cap with a special logo-embossed billet cover. holley.com 866.464.6553

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systems. Both silicone double-layer and heat-sleeved versions (designed to withstand temperatures up to 1,200 F°) featuring Kevlar-reinforced fiberglass mesh are available. fuelairspark.com 877.334.8355

Cap it in style MEZIERE , SafeCap Radiator Caps Meziere’s new SafeCap is not only stylish and highly functional, but also advances the safety of motorsports. The all new radiator SafeCap has been designed to address one issue that has plagued racers for decades. Standard caps often suffer damage that can result in the cap coming off at the most inopportune times. This new cap features a set of ramp rollers for smooth and

secure fitment. The billet cap offers excellent integrity, fit, and finish. The locking shell and clip ensure a failsafe, secure radiator cap that will easily withstand the rigors of motorsports. They come in three finishes: black anodized, clear anodized, and electroless nickel plating. Patent pending. meziere.com 800.208.1755

Bring out the big guns AFCO, Big Gun Double Adjustable Struts The AFCO double adjustable strut has been designed to exceed the need in the drag market. In most applications and classes, controlling weight transfer is key to making successful passes. Racers and chassis builders across the market requested a strut that can be used to control front end travel hydraulically instead of mechanically with a chain or cable. The engineering team at AFCO nailed it.

The AFCO Big Gun strut offers tuners the ability to “lock down” the front suspension to create a smooth weight transfer event. afcodynopro.com 800.632.2320 68 Drag Racing Scene / Vol. 2, Issue 3

Blast off the starting line MSD, 6AL-2 ignition control MSD is excited to announce the next generation of 6-Series ignition controls — the 6AL-2. The ignition control combines a new housing, new digital controls and more power in a sleek package. Inside the new cast aluminum housing you’ll find an advanced micro-controller that manages the builtin two step rev-limiter. The spark output of the new box has been turned up to 535 volts of primary voltage with spark energy reaching up to 135 millijoules.

The multiple sparks of the 6AL-2 burn in the cylinder for 20 degrees of crankshaft rotation to ensure complete combustion.

Two more great features are the rev limits. There are two rev limiters: one for high end overrev protection and another you can activate off a clutch or transbrake to set a launch limit. This feature will help your car blast off the starting line. Adjustments are made via four rotary dials for 100 rpm increment control. The all new capacitive discharge ignition will easily connect to nearly any 12-volt negative ground distributor system. msdperformance.com 888.258.9824

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Gettin’ springy with it Crane Cams, Valve Spring Compressor This handy tool is designed for removing valve springs while the cylinder head is attached to the engine. This allows for the installation of new valve springs in substantially less time than it takes using a conventional valve spring compressor. In fact, it reduces the spring removal and replacement time on F-body cars to one-quarter of the time required for other tools. Just use a ratchet or impact wrench to compress the springs. The rugged heat-treated steel fixtures are precision CNC-machined to ensure proper seating on the cylinder head and valve spring retainer. Designed for all production small-block V6 and V8 engines. cranecams.com 866.388.5120

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70 Drag Racing Scene / Vol. 2, Issue 3

a 0.375” thick face plate and triangulated design that improves rigidity and superior tube support, which increases overall housing stiffness. The housing tubes are fully welded to the center and further reinforced with radial gusset plates on the inside of the housing resulting in less deflection and straighter launches. The Ultra Fab housing is available in a variety of configurations to accommodate any racing application from bolt-in street applications to purpose built race cars. Strange Ultra Fab housing… Because better matters. strangeengineering.net 847.663.1701

Magic rockers Lunati, Voodoo Aluminum Roller Rocker Arms The product of extensive testing, these CAD-designed and FEA-optimized rockers were engineered specifically for high-performance street/strip engines. Constructed from extruded aircraft-quality aluminum and CNC-machined to precise tolerances, the superfinished surface increases durability and sheds oil.

The rockers are lightweight, yet strong enough to handle aggressive spring pressures and higher lift cams while featuring an optimized balance of strength and reduced moment of inertia. The clipped trunnion is secured to ensure positive side-to-side location, and the precision sorted needle bearings allow the rocker to withstand high valve spring pressures. Voodoo Roller Rockers are also clearanced for higher lift springs and camshafts. lunatipower.com 662.892.1500

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HITTING ON ALL

CYLINDERS L Words/Photos Todd Silvey

Jeffers and Merick buy the Sikeston dragstrip and create new “anything goes” doorslammer series

Larry Jeffers and Randy Merick joined forces as partners to purchase what is now Jeffers Motorsports Park in Sikeston, Missouri. The pair has hit the ground running with an aggressive new 2016 schedule including the 440 Outlaws, Battle of the Bootheel series.

72 Drag Racing Scene / Vol. 2, Issue 3

arry Jeffers already owns a prominent drag racing chassis shop, Larry Jeffers Race Cars. He’s owned it since 1990, and it keeps him successfully busy pumping out some very notable cars including many in the Pro Modified and Outlaw Street Car ranks. A recent trip to the dragstrip at Sikeston, Missouri, tempted him to branch out anyway.

Larry attended a couple of races at the track late last year and saw improvements that then-owner Dominic Blasco had put into the facility, including extending the concrete and closing the gaps in the guard walls to improve the safety for his racers. When Dominic decided to sell the track to give him more free time with his family, Larry thought it would be a great opportunity to expand some of the previous accomplishments and put some new promotional ideas in place.

“I know that there are five tracks within two hours or so from there,” Larry says. “I want to provide a place for people to come for a reasonable price for entertainment. That’s why we offer free hot dogs to kids on certain weekends. That’s why we bring in the bounce houses and the band for special events.

You can’t take your kids to monster jam without spending over $300, so I figured if you can take your whole family to the dragstrip for under a $100, they will come back.”

He spoke to his friend, Randy Merick, and after a lot of discussions, Randy offered to be a partner in the track.

“Randy told me it is a cool place and wanted to be my partner,” Larry

says. “I said, no, I don’t want a partner because that ruins friendships.

We ended up doing it anyway. We are both willing to put the investment in time to make it a moneymaker, but we know we won’t be quitting our day jobs yet.”

The entire staff stayed on board during the track transition. Randy and Larry think they are all great.

“It is a good bunch of people,” Larry says. “Linda has been at the concession stand since forever, and Greg and Lynn and everybody else are great too.

I wouldn’t have done this without my buddy, Rich, either.”

“After I had bought the track, I started thinking about how stupid was this; my own Pro-Modified customers can’t come here because of the short shutdown,” Larry says. “I talked to Pro Modified competitor, Troy Coughlin, and he wanted to come test because he had

NHRA Top Fuel driver Scott Palmer was in the house to test with Studezilla, boasting a legit 1471 supercharged, twin-magneto, nitro burning top fuel powerplant.

DragRacingScene.com 73

heard it had a good surface. I told him ‘naw, come on the shutdown is small.’

Troy explained to me that even if they only ran 330 feet and got all the data they need right there, it would be good.

So I thought man, let’s just make a race 440 feet. People will come to test because I won’t charge for entry and we’ll put on a good show.”

And, the Outlaw 440 Battle in the Bootheel Series was born. The Outlaw 440 is a race to the 440-foot mark and includes supercharged, nitrous, turbocharged and mountain motor door slammers out in the same class. The slogan boasts “It’s not the fastest car that wins but the quickest to the 440 foot finish line.”

The rules are simple; cars must have working doors and full suspension. All power adders and multiple power adders are welcomed.

“I put in new photocells at the 440foot mark,” Larry explains. “Then I put in the mph cells 66 foot up from that, so it times it the same way.”

When he started talking to racers about the event, they loved the idea. “I have people telling me they would rather run this than anything else,” Larry says. “It is easier on their motors, and you can safely drive 4.0s or even 3.90 here, but we wanted to keep it safe for everybody. That’s why I moved the scoreboards off of the walls to make the track safer.”

The series works well hand in hand with his weekly business. There is a syn-

Brandon Pesz came up from Texas to win the first 440 Outlaw event in an all-Corvette final over track partner, Randy Merick.

74 Drag Racing Scene / Vol. 2, Issue 3

Corey Wood traveled from central Illinois with his ’74 Vega and won the inaugural Bootheel event in Footbrake class.

Interacting with fans in the stands into the action is part of the Jeffers ideology. Event promoter Kenny Nowling performed announcing duties at the Battle of the Bootheel event.

Nowling and Scott Palmer awarded this young girl with a crisp $100 bill for her enthusiasm.

With a roofline as tall as your belly button, local favorite Tommy Cunningham competes in the Outlaw 440 with his show-worthy alcohol supercharged Camaro.

Jamie Hutchins – Outlaw 440

ergy between Larry Jeffers Race Cars and the track, supporting the cars with chassis tuning for his customers.

“It makes sense for me to do this and brings in a good crowd of fans too, which is what I wanted for the family-friendly part of it,” Larry says.

The plan for the Outlaw 440 is to offer it once a month for a two-day weekend event. “There are a lot of cars out there that can run 4.10 to 4.20 ETs,” Larry says. “A lot of them don’t have a lot of places to race because they can’t run PDRA. They get beat up if they go there.”

On this first weekend of the series, seven cars showed up to do battle despite a forbidding forecast for rain throughout the week before. Randy Merick set low ET of the race in his 2002 Corvette with a 3.12 at 157 mph. He faced Brandon Pesz of The Woodlands, Texas, in the final round, with Pesz getting the win. The 330 clocks read 2.7179 at 157.12 mph for Pesz, while Merick’s 330-foot time was 3.7994.

In other action, Scott Cook of Festus, Missouri, took his ’15 dragster to the win in Super Pro over Angelo Belosi, from Hillsboro, Missouri, in a ’67 Nova. Teddy Robertson of Arnold, Missouri, drove his Nova to the win in Pro over Chris Eckelberg’s ’68 Barracuda.

Eckelburg traveled down from Kenosha, Wisconsin, for the race.

Corey Wood of Litchfield, Illinois was the winner in Footbrake. His ’74 Vega defeated Larry Layton in a ’73 Duster. Jr. Dragster winner for the Bootheel event was Jordan Holifield of Gosnell, Arkansas.

The plan is for adding more unique events in the future. But for now, Larry Jeffers and Randy Merick just want a place where people can come and win some money and have a good time. For the formula they’ve developed with the Outlaw 440 and family-friendly activities, they’re well on their way to success. DRS DragRacingScene.com 75

TOP 5 TECH

Words Cindy Bullion

FIVE QUESTIONS TO ASK WHEN SHOPPING FOR A ROTATING ASSEMBLY

F

ading are the days of buying a crankshaft, rods, and pistons independent of each other, then taking them to a local shop for balancing. Manufacturers of aftermarket performance auto parts, in their quest to improve customer service and boost performance, have simply made it much easier to get the parts already balanced and packaged together.

There are still factors to be considered when selecting one of those rotating assemblies, however.

We talked to Lunati’s Kirk Peters and Justin Bowers, both who have experience with drag racing, to get some insight into the questions that should be asked when shopping for a rotating assembly, regardless of manufacturer.

1. Budget: “If the customer only has $500, that’s going to limit the purchase,” Peters says.

Bowers explains Lunati’s rotating assemblies, which include a crankshaft, rods, pistons, pins, rings, and bearings, range in price from around $2,500 to

A rotating assembly, like this one shown assembled from Lunati, includes crankshaft, rods, pistons, pins, rings, and bearings, already balanced and ready for installation.

$4,900. If that happens to be out of a customer’s immediate budget, though, he cautions against the "upgrade one part at a time" approach.

“A rotating assembly is not where you want to piece stuff together,” Bowers says.

Peters adds that upgrading only one item out of a kit gives you a false sense of reality, and a letdown in terms of performance expectation.

2. Desired horsepower: “Someone building a 550-hp versus 1,300-hp engine is going to have different requirements,” Peters says.

In the first case, a Lunati Voodoo assembly rated for up to 1,000 hp would suffice, while the recommendation for the latter is a step up to the premium Signature Series assembly rated for 1,500+ hp and discussed further in Question 3.

Peters says the Voodoo assembly is a great choice for street/strip applications where higher-than-OEM durability and strength is needed, but other engine upgrades have been limited so the car is still streetable.

The 4340 non-twist forged Voodoo crankshaft is nitride heat-treated and features micro-polished journals with lightening holes to reduce weight for faster acceleration. It’s packaged with Lunati’s H-beam rods — also made from 4340 forged steel — ICON forged pistons, pins, and rings, and King or Clevite premium engine bearings.

Peters adds the Voodoo assembly with 4.00-inch stroke for LS engines is Lunati’s biggest seller and a hit among drag racers.

3. Power adders: Peters says power adders such as blowers, superchargers, turbochargers, and nitrous put additional stress on an engine’s bottom-end, making a tough rotating assembly essential.

“Both the Voodoo and Signature Series cranks are 4340 forged steel, but the Signature Series features a beefier forging that is designed to withstand the extra demands,” Bowers explains.

The Signature Series crankshaft features gun-drilled mains, lightened and micro-polished rod journals, and windage-reducing, contoured-wing counterweights. It is also pulsed-plasma nitride heat-treated for even more strength to hold up in all-out racing applications.

Included in the Signature Series assembly are premium Diamond or Mahle brand forged pistons, pins, and rings, premium King or Clevite engine bearings, and your choice of Lunati’s H-beam or I-beam rods. The difference between the offered rods is primari-

ly that the I-beam version is CNC-machined and undergoes additional testing for impurities and defects.

4. Application: “Different types of racing require different components, lightweight versus standard weight,” Peters says.

Though all racers look to reduce weight in favor of faster ETs, going the lightweight route in drag racing can be tricky. You could be walking the line between more power to get you down the track and too much power for the bottom end to support.

Bowers says Lunati’s new Voodoo Lightweight Crankshafts, which can be custom-packaged into a balanced assembly, could be a viable option for some heads-up, naturally

Lunati’s Signature Series crankshaft features gun-drilled mains, lightened and micro-polished rod journals, and windage-reducing, contoured wing counterweights.

aspirated classes and bracket racers.

But, questions 1 through 3 must be answered first.

5. Parts matched at the same horsepower: Peters and Bowers

Lunati’s Signature Series and I-beam rods are designed with the all-out drag race car in mind.

Cars with power adders such as blowers, superchargers, turbochargers, and nitrous especially need the added strength.

both discouraged upgrading the bottom end one component at a time. Likewise, they say mismatching components in terms of their horsepower rating can not only affect performance, but hurt the pocket book down the road.

“One thing I could see being an issue is if a guy purchases a good crank, then goes cheap on rods and pistons,” Bowers says. “Well, then he breaks a set of $100 rods and takes out a $1,000 crankshaft. I would suggest it’s better to save up and buy matching parts.”

Peters elaborates on the performance front, giving the illustration of someone pairing a cast crankshaft with a set of steel H-beam rods.

“That would only give you the lesser horsepower rating that matches the crankshaft, not the rods,” he says. DRS Source: Lunati, LLC, lunatipower.com

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ACROSS THE

POND Photos Matt Woods Words Todd Silvey

The “POD” hosted the opening round of the European Drag Racing Championships

S

anta Pod Raceway, set in the corner of Northwest Bedfordshire in England, is one of the most wellknown dragstrips outside of America.

The track, known as the “POD”, hosted the Main Event, the opening round of the European Drag Racing Championships.

Drag racing in Europe is predominantly sanctioned by Federation Internationale De L’Automobile (FIA). FIA is the governing body for world motorsports and brings together 238 national motoring and sporting organizations from 143 countries on five continents.

The European Drag Racing Championship was originally developed from early discussions between the National Hot Rod Association (NHRA) and the FIA. From this, the Drag Racing Commission along with the European organizers, completed a rule book. By 1997, the championship was fully established on the FIA calendar.

The European Drag Racing Championships is held as a schedule of events contested across Europe each year, with the opening round and the Championship Finals taking place at Santa Pod Raceway. Top Fuel Dragster, Top Methanol Dragster, Pro Modified, and Pro Stock are in competition for the championship, along with Comp Eliminator, Super Comp, Super Gas, Super Street, Jr. Dragster, Super Pro, and Pro ET categories.

The battle for sunshine is ongoing for Englanders and their drag racing.

This year’s event finals were mainly blessed with a rarity of good weather.

The bright sun helped to fill the grandstands with a record-setting crowd of spectators for the track. Racers traveled from across Europe to compete for this first event of the year.

Top Fuel Dragsters run on the 1,000 foot timers, saw Stig Neerguard (who Will the real “Stig” please stand up? Those of us stateside enthralled with the television show, Top Gear, know the Stig well. Top Fuel racer Stig Neerguard (who calls himself the “Real Stig”) was No. 1 qualifier in Top Fuel with a 4.02 ET on the Santa Pod 1,000 ft. timers.

calls himself the “Real Stig”), thunder to the No. 1 qualifier position at 4.02 seconds, and continued to take the win over last year’s champion, Micke Kågered of Sweden. Neerguard, who hails from Denmark, was the only Top Fuel driver to run under the 4-second mark at the event.

In Pro Stock, Jimmy Ålund of Sweden is looking to earn his 10th championship in his 14th year competing in the class. He started out right, grabbing and holding onto the No. 1 qualifying position with a 6.557 ET in his Camaro, then working his way to the final round. He lined up opposite Thomas Lindstrom, also from Sweden, who left too soon in his Stratus and handed the win to Ålund.

A small but mighty group of four Top Methanol Dragsters put on a good show for the fans. Chris Polida-

Jimmy Ålund drove over from Sweden to earn his 10th European Drag Racing championship. It was an all-Swedish final against Thomas Lindstrom. So what does it take to haul a race car from Sweden to England? About the same jaunt as from Atlanta, Georgia, to Albuquerque, New Mexico.

Yes, the first thing they do across the Atlantic is grab the laptop to download data and program fuel maps.

Billy Gane bracket races his 8-second Vauxhall. He is the Super Pro champ for this year’s European Drag Racing championship.

DragRacingScene.com 79

no of Malta put his Spitzer dragster into the top qualifying spot at 5.3892 seconds, 250.59 mph. It took only two rounds to name the winner, and Polidano was there at the end. When he had mechanical issues, with the car dying on the starting line, Jonnie Lagg of Sweden earned the win. Laggy didn’t coast down the track, laying down a 5.42 personal best ET in his KJR dragster.

Pro Modified was the biggest FIA class at the championship with 21 cars traveling from seven different countries for the competition. Reigning champion Michael Gullqvist (Sweden), made it to the final round, but couldn’t get past Bruno Bader, (Switzerland) who had dominated throughout qualifying and eliminations. Bader’s 5.9464 ET was a personal best for him. In the final round, Bader’s Corvette got off the line quicker and held on for the win over Gullqvist, going 5.9397 against the Camaro’s 5.9649 ET. United Kingdom racers, Belinda Bull and Kev Perkins made the final round of the Comp Eliminator category. The pair was qualified No. 2 and No. 3, respectively, and their S-10 pick-up and Cutlass were paired for the title run down the track. Bull got the win, going 6.9771 at 193.84 mph.

Perkins went 7.5247 at 181.24 mph for runner-up.

Paul Letchford (United Kingdom) lined up opposite Peter Creswell (United Kingdom) in the final round of Super Comp. Creswell’s Mustang went 9.028 at 129.20 mph to pick up the win.

Letchford’s 27T Ford was slower off the line and ran 9.0730 at 147.61 mph to finish as runner-up.

In Super Gas, the winner was Collin Morrice (United Kingdom) driving his Camaro. He got the win when Stuart Doignie (United Kingdom) broke out in the final round. Doignie's Vauxhall VX490 went 9.8731 to hand the win to Morrice.

Leigh Morris (United Kingdom)

80 Drag Racing Scene / Vol. 2, Issue 3

There were 21 cars traveling from seven different countries for Pro Modified. That was the biggest FIA class at the championship. Bruno Bader from Switzerland dominated throughout qualifying and eliminations.

drove a Jaguar EType to the win in Super Street. Morris was slower off the line, but Matthew Seamarks (United Kingdom) in his Ford 100 slowed to finish as runner-up.

The win in Super Pro went to Billy Gane (United Kingdom). His Vauxhall ran 8.212 on an 8.18 dial at 166.64 mph.

He defeated Ian Powell, Redruth (United Kingdom) in the final round. Powell’s Horton dragster went 8.0439 on a 7.99 dial to settle for the second place finish.

Gino Bernadine (United Kingdom) red-lit in the final round of Pro ET to give the win to Glenn Pallant (United Kingdom) . Pallant’s Capri went 10.891 on his 9.36 dial in the final for the title.

Gary Gooding (United Kingdom) grabbed the win in Street Eliminator.

His Supra went 7.6648 at 180.55 mph to get past Matt Smith, also from the UK. Smith’s GTR ran 10.5084 at 97.14 mph.

A good group of Jr. Dragsters also came to compete. Jordan Payne (United Kingdom) got the win. Jordan’s LP Racing dragster ran 7.955 on a 7.93 dial at 83.16 mph. Runner-up was Ruaridh Hart (United Kingdom). The HRC dragster went 8.9789 on an 8.97 dial at 70.24 mph.

No matter which side of the pond, drag racers are all the same in many ways. As proven at this big event, wet weather can put a stop to things, mechanical issues can cause hardship, but there is an ongoing passion for competition. Whether it’s the European Drag Racing Championships or a professional event in the United States, heading down the quarter-mile and crossing the finish line is what it is all about. DRS DragRacingScene.com 81

FIVE CAM OPTIONS YOU SHOULD KNOW

TOP 5 TECH S

electing a camshaft is one of the most important aspects of engine building. We asked Dean Harvey of COMP Cams to share five of their camshaft options you should know about. Dean has long been the cam maestro for some of the biggest names in racing. Below are his thoughts and opinions on each of their special services that can possibly give you the winning edge.

Words Brandon Flannery

1. Nitriding: Nitriding increases the hardness of the surface of a camshaft by using a special machine to physically inject nitrogen “needles” into the surface of the journals and lobes, increasing their resistance to wear.

Dean says: “I highly recommend the nitride option for any cast flat tappet solid or hydraulic lifter camshaft used in a competition application. Nitriding adds a bit of surface hardness to a cast cam. We all know the stories told over the past few years of camshaft failures because of ‘recipe’ changes to the overthe-counter oil from your local parts

Core options from left to right: Through-hardened tool steel, inductionhardened 5150, and carburized 8620.

store. It’s just not made for flat tappet-equipped engines. Nitriding adds a level of insurance to make sure, when used with a proper break-in oil, that you have a successful break-in period with your flat tappet cam. Nitriding will allow you to push spring loads to maxi-

advancements “With that we have made The nitriding process uses electro-pulse plasma technology to inject nitrogen “needles” into the surface of the metal, creating a more wear-resistant surface.

82 Drag Racing Scene / Vol. 2, Issue 3

to our grinding process, I don’t really think there is a need for any other polishing.

”

— Dean Harvey

Cams are loaded into the belltype plasma-nitrider in batches, and the hot-walled furnace top is then lowered over them.

The Adcole Model 911 is the standard for camshaft measuring throughout the reciprocating engine industry.

mum allowable tolerances; you should consult with your engine builder to determine what maximum is for your application. Spring loads are something I prefer to sneak up on.”

2. Adcole Inspection: Addison Cole founded the Adcole Corporation in 1957 as a manufacturer of precision measuring and testing instruments, and invented a sun-angle sensor for rockets and satellites that is still in use today.

Their camshaft machines measures camshaft specs to 0.00001 of an inch.

A full Adcole report checks all 16 camshaft lobes and measures 3,600 data points per revolution, or every 1/10th of a degree.

Dean says: “The Adcole is the industry standard for camshaft inspection tools. An Adcole inspection will tell you everything you need to know about your camshaft. Not only will it give you lift, duration, and lobe separation angle information, it will also give you information about base circle radius, journal diameter, advance/retard to the cam pin, lobe taper, etc.... Even if

you have (or have access to) a camshaft inspection tool, an Adcole report is a good thing to have to see how consistent your measuring device is.”

3. Material Choices: Choosing a camshaft core lays the very foundation of the rest of its performance. For years, the two notable standards have been a 5150 steel and a lower-carbon 8620 steel. The 8620 generally is hardened through a process called “carburization” that involves adding copper between the lobes and heating the non-coated surfaces, in a special furnace, with carbon-infused gases that permeate into the surface of the steel.

The 5150 has been somewhat replaced with a more durable 5160 option that is induction-hardened with high current electric coils that creates a hardened surface area at a consistent depth.

For all-out strength, the new ST-4 tool steel is through-hardened and minimizes bending and torsional flex.

While more expensive, it is ideal for high contact stress and high shock load-

The carbide followers of the Adcole Model 911 measure 3,600 data points per revolution, or every 1/10 of a degree. They also measure the top, middle, and bottom of the lobe surface, not just down the center.

DragRacingScene.com 83

Gun drilling uses a special rifling drill to bore a hole through the center of the camshaft.

This can remove as much as a pound and a half of metal from the center. This is popular in high-end drag racing applications.

Micro polishing, and COMP’s Xtreme Surface Finish Enhancement are popular in high-end circle track flat tappet cams where the billet components have repeated contact in high rpm environments.

84 Drag Racing Scene / Vol. 2, Issue 3

ing from aggressive spring pressures, ramp speeds, and ratios.

Dean says: “Today. you have many options for material. The one I’m most excited about is our Sportsman Tool Steel, or ST-4 for short. This material is through-hardened, so you never have to worry about grinding through the heat treat. It is an extremely durable material. I’ve seen cases of engine failure that would have taken the cam out, as collateral damage, and the tool steel core only needed a light refinish to make it good as new. Other options are 5160 material, which is very durable, and the popular 8620 material. I would expect in the very near future the use of 8620 could become obsolete; some of the processing these go through are not environmentally friendly.”

4. Gun Drilling: Gun drilling involves boring a hole through the center of the camshaft core, making it hollow.

A special turret lathe that self-centers itself is used. On a high-end camshaft, more than a pound and a half can be removed from the center. This reduces both rotating and engine weight, as well as creates more surface area that prevents breaking, as opposed to a solid main line through the shaft where cracks can more easily start.

Dean says: “This option is a decision I leave up to the engine builder, and it is an option best saved for cams that are at, or exceed, 60mm journal size. Some will tell you gun-drilling a cam will make a core stiffer, due to increased surface area. I tend to use it as a lightening option. This is not a make or break option for me.”

5. Micro-polishing: Cams ride on a wedge of oil that can be as little as .00005 of an inch thick. The grinding process leaves the surface of the camshaft looking like a microscopic mountain range with peaks and valleys. Ideally, these mountains need to be shaped into a “favorable surface” that has valleys for lubrication and plateau-shaped peaks to handle load.

Micro-polishing can be performed to only the camshaft lobes, or all wear surfaces. It is commonly used in steelon-steel contact situations such as highend, high-rpm circle track flat tappet camshafts.

Dean says: “With the advancements that we have made to our grinding process, I don’t really think there is a need for any other polishing. I’d say, for the most part, that the polishing in most cases is just ‘window dressing,’ and I leave it up to the discretion of the engine builder.” DRS Source: COMP Cams, compcams.com

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ROADSTER

UNIQUE

Words /Photos Todd Silvey

Dan and Sharon Ouding didn’t want just any old car

T

he Oudings opted for a 1934 Willys roadster Super Gasser.

“A ’34 Willys is a beautiful car,” Dan says. “I’ve loved that car all of my life and there aren’t many of them out there.

I didn’t want something like a Corvette, where there are hundreds of them at the strip. I just thought it was unique.”

“The main difference between a 1934 and 1933 Willys is that the hood 86 Drag Racing Scene / Vol. 2, Issue 3

louvers are horizontal instead of vertical,” Dan says. “The body was fabricated in California and shipped to my home in 1998, then we added five inches to the cowl section in order to get to a 108 inch wheelbase.”

The body has a one-piece front end and two opening doors. The hood ornament is from the front fender of a Harley-Davidson motorcycle.

“The magnificent paint job was done

by Delbert-Did-It in Defiance, Ohio,” Dan says. “He did a great job from the candy apple red paint with ghost flames to the great pinstripe on the trunk.”

They took the body to Advanced Chassis in Antwerp, Ohio and talked to owners, Ken and Judy Bowers. Dan and Sharon liked what they heard and Ken started to build the car. It has a full tube chassis Funny Car roll cage around the driver and is certified to 7.50 seconds.

Before the final assembly, they had the frame powder-coated in silver vein.

Dan started his racing career in the '70s and '80s, driving Stockers.

“I set my first national record in N/ SA in 1975 in a '68 Chevy Belair fourdoor,” Dan says. "It worked out really well for me. I liked those cars, but I had injured my back a few times in past years, and I had trouble getting in and out of them. Ken listened to my request

and knew I wanted something I could easily access. With the doors that open and the steering wheel off, the Willys is a dream to enter.”

“The front suspension has Strange Struts,” Dan describes. “The rear end is a Ford 9 inch that Advanced Chassis built. We used a 4-link Strange aluminum center-section with 4.30 gears, 40 spline spool, and gun drilled Strange axles.”

The engine is a complete Steve Schmidt 555c.i. big-block Chevy producing 1017 hp. There is a Holley carburetor, Wiseco Racing pistons, and Milodon oil pan. Power is transferred via a Coan Engineering power glide transmission with a Dedenbear case. The driveshaft is also Strange.

Centerline Convo Pros are on Hoosier tires all around. Stopping power is provided by Strange brakes. Autometer gauges are installed in the dash, and Dan uses all Simpson safety equipment including the helmet, firesuit, belts, gloves and shoes.

“The car was completed in 2005 and I’ve raced it since then,” Dan says. “The neatest thing on this car is that the doors open. I can proudly say that this car has won Best Engineered awards four times, including the Summit Equipment Nationals at Norwalk, Ohio in 2007.”

Dan thanks Lucas Oil Company as his major sponsor this year. He also thanks his wife, Sharon, who travels with him to events and enjoys visiting with their friends. DRS 88 Drag Racing Scene / Vol. 2, Issue 3

- TELEVISION FOR WHAT MOVES YOU -

VISCOSITY

BREAKDOWN Words Cindy Bullion

Grade and index both factors in how oil behaves

S

o you’ve made the switch to a racing engine oil, and maybe even chosen one of the synthetic variety, in hopes of getting the best performance from your street/strip, bracket, or Pro Stock ride. That’s the way of the world in drag racing, after all — a relative no-brainer. But, a lot more thought must be given when selecting the correct viscosity, especially when that “v”word can apply to two things.

Simply defined, viscosity is the measure of any fluid’s thickness, or resistance to flow. When it comes to engine oil, viscosity is further classified in terms of both grade and index, explains Driven Racing Oil’s Lake Speed Jr. Most any driver, professional or not, is familiar with viscosity grade; that’s the 10W-30 number on the front label, for example. What the number reflects, and how it affects performance when you also consider viscosity index, may be a surprise, however.

Speed, a Certified Lubrication Specialist, says both viscosity grade and index are important factors when choosing a racing engine oil. But first, there are some explanations to be given and myths to debunk.

Viscosity Grade

Viscosity grade has long been misunderstood, particularly the meaning behind the “W” before that dash. Four decades ago, there were straight-grade oils for use in either winter or summer.

A typical winter grade was 10W, while a 30 grade was often used in summer.

When multi-grade oils were later formulated, the “W” for winter — not weight — stuck around.

Speed explains the “W” grade in any engine oil represents how well the oil flows when it is cold, the lower the number before the “W” equating to better flow at temperatures below freezing.

The second grade represents how the oil flows at operating temperature, a higher number corresponding with more viscosity. For example, a 10W-40 oil would be thicker when warm than a 10W-30, but flow the same at start-up. Conversely, a 5W-30 and 10W-30 would be similar in viscosity during operation, but the 5W30 would flow better at start-up.

Essentially, a multi-grade oil meets both cold-cranking and high temperature viscosity requirements. It is capa-

ble of flowing well enough at start-up to move through the engine for proper lubrication, but also maintain enough thickness once the engine is warm to still provide protection.

Speed admits the above seems contradictory, since all oils get thinner as they get hotter – picture what happens when you warm up maple syrup for pancakes. That’s where viscosity index becomes a factor.

Viscosity Index

Viscosity index is a measure of how the viscosity of an oil changes with temperature, and not all oils thin out at the same rate. The higher the index, the more stable the oil’s viscosity is as engine temperature increases. Just remember that no oil starts out thin and gets thicker as an engine reaches operating temperature. On the contrary, all oils get thinner as they get hotter, and that is why viscosity index is important. Here is where Speed says base oils and polymer modifiers play an important role.

An oil’s viscosity index begins at the base oil. Most mineral-based oils have a viscosity index of 100 compared to traditional synthetic base oils that have a viscosity index of 150 and the new generation of advanced high-performance synthetic base oils like mPAO (metallocene polyalphaolefin) at 200. That means an mPAO-based oil, like those from Driven Racing Oil, is two times more stable (thins out slower) than its mineral-based counterpart.

Speed says that allows racers to run

a lower viscosity grade oil — drop one grade when changing from a conventional to synthetic oil — for better startup lubrication, while not compromising protection when operating on track.

A more stable base also lessens the need for viscosity modifier polymers.

These ground up pieces of rubber added to oil actually expand and bump into each other when heated, creating additional grade resistance to flow. That translates to reduced thinning as temperatures increase.

However, the problem with polymer-filled oils in high-performance race engines is that those “pieces of rubber,” like a rubber band, lose strength as they are repeatedly stretched. The polymers eventually break, and with it the viscosity breaks down.

That’s why some racers distrust wide split multi-grade oils like 0W-30, though the lower W grade produces better horsepower (better flowing oil pumps easier which creates less drag on an engine). Speed says they may not be wrong to do so if using mineral-based oils, as a lower viscosity index to start means more modifiers are needed for the oil to reach the high temperature grade.

How to tell whether an oil is made from high viscosity index base oils (synthetic or mPAO) can be tricky since that fact, nor the polymer content, are listed on labels. Speed recommends racers ask the manufacturer for results from a KRL test. Unlike a Bosch injector test, which is performed to attain ACEA accreditation, a KRL shear test is run for DragRacingScene.com 91

This graph from Driven Racing Oil illustrates how the viscosity of engine oil changes from the time of start-up to reaching maximum operating temperature. All oils get thinner as they get hotter, just to varying degrees depending on their base, viscosity index and the modifier polymers added.

VISCOSITY INDEX

24 hours and better indicates how the oil will perform during track use, which produces prolonged shearing. In drag race car scenarios, a synthetic or mPAO oil will most often be the way to go.

From there, determining the needed viscosity grades will first require knowing the car’s operating temperature. That usually falls around 100 degrees for a Pro Stock car — the car only runs for a few seconds and doesn’t have time to get very hot. Thus, a 0W grade oil with excellent low temperature flow quickly gets where it’s needed, yet stays thick enough, long enough for proper protection.

Speed says a good rule of thumb for figuring out your car’s ideal viscosity grade is to monitor oil pressure when the engine is at operating temperature.

Consider 20 pounds of hot oil pressure at idle as the safe minimum, but aim for 30 to 35 pounds. Hit that window, and you’ve found your viscosity.

Driven Racing Oil has also done research and taken some of the guesswork out of this process for you, offering its product recommendations for different drag racing applications, as follows:

Pro Stock / Competition Eliminator, XP0, straight 0W, synthetic mPAO Stock Eliminator, XP10, 0W-10, synthetic mPAO Bracket – Nitrous and Alcohol, XP4, 15W-50, conventional Street / Strip, HR4, 10W-30, synthetic mPAO Junior Dragster, XP1, 5W-20, synthetic mPAO

Driven Racing Oil uses mPAO base lubricant in all its synthetic oils. The next generation base has a viscosity index two times higher than the standard conventional oil base, meaning it is more stable at high temperatures 92 Drag Racing Scene / Vol. 2, Issue 3

Speed adds, in any case, the correct oil for an engine must be formulated with the equipment and application in mind. The system, engine, and transmission, and how it’s all being used, should be considered during the selection process.

For example, an engine with loose internal clearances will require a higher viscosity oil to maintain oil pressure.

Tighter clearances will likely mandate a lower viscosity for improved horsepower and cooling.

“There is no ‘one-size-fits-all’ best chemistry,” Speed says, noting that oil is not only meant to lubricate, but also clean and help cool an engine.

Getting an oil to do all those things for an engine begins with picking the right viscosity. The wrong choice could mean oil doesn’t make it to the right place, at the right time. DRS Source: Driven Racing Oil, drivenracingoil.com

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BEHAVIOR: Act like a winner!

I

n my last article, I emphasized the importance of assessment and figuring out your strengths and areas for improvement. In racing, like in life, the best way to get better is to truly hone in on things you can improve.

So, let’s get down to business and start thinking about the things you need to work on to be a better racer.

In psychology, there are different schools of thought and various theories. One theory that is useful for improvements and change is called behaviorism. With behaviorism, you don’t focus on how things got the way they are and you don’t focus on what you wish would happen. Instead, you make specific To Do lists of behaviors that will help you reach your goals.

When I do sport psychology consulting work at McKendree University, I find almost every athlete I work with wants to win. Most athletes I work with have the will or desire to win, and that is important. What people often struggle with is doing the behavior or activities that will help them increase their chances of winning.

Most students want good grades, but they may not want to put in the study time to get the good grades. Most people want to be healthy and fit, but they don’t want to exercise.

And I would argue that most racers want to win, but many don’t do the behaviors that will help them to do just that.

Let’s think about racing in different time periods: the week before a race, a day before a race, an hour before a race, a few minutes before a race, and a few seconds before a race. What are the behaviors that have to be done to increase your chances of success? Now, I do want to be perfectly clear; you can DO everything right and still get beat! But, I guarantee if you don’t do everything as right as you possibly can, you won’t win much besides a few lucky rounds.

The goal Mike and I have is to simply do our very best every time we race and over time that will get us to the winner’s circle. My goal isn’t to win, my goal isn’t to be perfect, but my goal is to do the very best that I can do at that moment.

Imagine it is one week before you are heading to a race.

What do you need to do during that week? Some of the things may involve packing and shopping. That sounds pretty simple, but it is hard to win if you don’t have water, you don’t have fuel, and you don’t have the things you need to win. Mike and I have a typed computer list of things we need to buy and pack so we know what we need to do the week before we leave for a race.

Then there is the maintenance of the race car and tow rig, etc. Everyone has different maintenance needs, but we try hard not to lose races because of something we should have done before we left the house. Again, racecars can have minds of their own and seem to find the oddest things to break, but good maintenance can at least decrease the chance of losing because of something you didn’t check.

Now it is a day before the race. What can you do to help your chances of winning? Can you make sure you are ready to go so when you leave, you aren’t running around 94 Drag Racing Scene / Vol. 2, Issue 3

frantically? Can you relax the night before you travel? Can you double check anything on the car? Can you look at the schedule so you know what to expect the next day?

We like to make any last minute To Do list reminders of things we need to do at the track. Some athletes even get very superstitious about what they eat the night before a big event.

When you are at the track, what can you do before the race? Some people set up their trailers to increase the chances of winning. Personally, I like an organized trailer so that everything is easily available if you need it. (My husband fabricates Tuff Paw Aluminum Products, so of course, I think an organized trailer is a good idea!). Ensuring your car has fuel, that your battery is charged, tire pressure set, etc. are all part of the behaviors that must be done before the race. In sport psychology, there is a phrase called, “Practice like you Play!” In other words, if you practice lazy, you compete lazily.

Therefore, when doing your time trials, try to take them very seriously. Set up for a good light, make a guess at your ET before you go down the track, and then sit up and pay attention to try to make a really good time trial. Before races, I always spend time on the computer downloading runs to see what I can learn on the data logger.

When it is a few minutes before you race, what do you do? What is your routine for checking tire pressure? How soon do you like to get into the car? If you have a pit crew, make sure to discuss what you like your team to do or not do right before a race. Those few minutes right before you go down the track are an excellent time for you to look at the tree, get comfortable in the car, put your game face on, and get your mind ready to race. Also, this is my own time as a crew member to check that the gas cap is on, that everything on the car is perfect, double check who we are paired with, check dial-ins, look at the wind direction, etc.

Finally a few seconds before the race, this is a great time to have a routine for the burnout, a staging routine, and basically the way you mentally prepare to do the actual race. I will talk more about routines in future articles.

In sum, there are a lot of things to DO to help increase your chances of success. It is often interesting to watch other racers, especially successful racers, and see what they do.

You may see a lot of racers looking at the tree before they get in the car. Other racers like to watch the finish line between rounds, etc. There are a lot of positive behaviors that may just turn on a few more win lights.

Take a moment right now to commit to five things TO DO that will help you be successful. And at the same time, commit to five things TO NOT DO (or at least try to do less) that will help you be more successful and even happier.

Part of drag racing isn’t just doing everything to make you win, but also doing things that will make you enjoy racing enough to get through the inevitable low times. When you are fortunate enough to do well, make sure to celebrate that win - be grateful - but also try to think about all of the specific things you did to be successful. DRS

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ADDITIONAL: To see other product tests, search “Put it to the Test” @DragRacingScene.com.

Brandon Flannery is a globe-trottin’ automotive photojournalist, content developer, and certified shop rat now living in Hernando, Mississippi, with a herd of projects and a daily-driven ’73 Satellite Sebring known as The Blue Goose.

DragRacingScene.com 95

LIFE AT Stunts and Showmen from the 1960s and ’70s

Drag Racing Scene Editor, Todd Silvey taps into his historical collection of vintage photo images for a little dragstrip showmanship in the days of black and white photography.

96  Drag Racing Scene / Vol. 2, Issue 3

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