Drag Racing Scene Spring 2017

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VOL. 3, ISSUE 1

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Kings of the Keyboard

T

he abbreviated description from the Urban Dictionary website describes a keyboard warrior as: “A person who expresses themselves in the form of aggressive writing in a safe and removed environment. Their anonymous communications are with unnecessary rage and are regarded as ‘losers’ by other virtual identities on the internet.”

These named flamers or trolls have made their way into everything from celebrity fodder to politics to…motorsports. It’s very easy to be hurtful to a movie star when you are short and dumpy. You can be exceptionally tough on a politician because they do not share your views, and especially critical to a fast racer when you have never owned a nitrous bottle in your life.

The earlier days of the “interweb” saw keyboard warriors arise from the opportunity of posting on forums with comfortable anonymity. It’s relatively easy to give your opinion on the reasons a professional racer lost a final round when you only saw the race on television.

Now, before you just envision weekend couch potatoes watching television or live streaming race events, let’s also look at the droves of card-carrying racers who have made it fashionable to bash racing sanctions and dragstrips. The advent of social media has brought this action to the forefront. Once again, criticism of everything from entry fees and payouts to rules and regulations has become an electronic version of “piling on” against (insert name of racing sanction here).

Some of the most amazing examples of hypocrisy I have witnessed is trashing of the actions of sanctions and ‘strips, but yet each of these many critics is often first in line for the next race. If that racer is not willing to back up his opinion with a better idea, suggestion, or purely not patronizing those entities they speak out against, those people fall into the most basic description of a keyboard king.

The greatest cure for this problem, for the well-being of the sport, pretty much lies in remembering your third-grade etiquette. If you don’t have something good to say, don’t say anything at all. Don’t talk about what Source: Instagram someone is doing wrong unless you have a better idea or suggestion for improvement. The most important aspect is unless you have knowledge of the deep inner operations of a sanction, track, or even how a racer tunes their engine, maybe, just maybe, you don’t know what the hell you’re criticizing.

I sincerely hope this flaming trend is just the flawed result of good intentions that want the many pressing issues within drag racing to improve. Without knowing a sanction’s every expense or how fast the power meter spins to light up the local dragstrip, you haven’t walked a mile in their shoes.

The next trend needs to be to police those who flame the internet. Smother those who criticize with kindness. Respond with objective conversation to explain their judgment. What better options would they want, what better options could fix a problem? If we can turn flaming into a productive discussion, isn’t that how we could stop “spinning our wheels?” DRS 2 Drag Racing Scene / Vol. 3, Issue 1

Staff Operations Director Shawn Brereton Group Publisher

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Jeff Smith Richard Holdener

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Production

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Art Todd Silvey, Paul Graff Contributors Lisa Collier Mike Galimi Brandon Flannery Chris Simmons Laurie Silvey Clay Millican Michelle Furr Bryan Epps Roger C. Johnson Mary Lendzion Tami Eggleston Advertising/Subscriptions Ivan Korda Jon Ertz For advertising inquiries call 901.260.5910

.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

Jose Gonzales pumps out the fuel and the heat at the U.S. Street Nationals - Bryan Epps photo.

Clay Kossuth relives the ‘60s at the Meltdown Drags Dan Ricks photo.

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In This Issue Drag Racing Scene Vol. 3, Issue 1

80

SUMMER OF SPEED

PDRA Season in review

Features

26 U.S. STREET NATIONALS 38 INDEX RACING WITH MUSCLE 46 GALLOPING THE COUNTRYSIDE 52 BETHANY THE KID 66 TOWING TO THE TRACK CONTINUED 70 MELTDOWN DRAGS

The 2017 season kicks off for many at Bradenton The Northeast Index Racers Association The NMRA 2016 season wrap Bethany Crick’s perfect car

The Legality Issues Continue

Nostalgia racing is one thing, but this event steps you back in time

80 SUMMER OF SPEED DAYS, 1210 ENTRANTS, 86 818,000 PASSES

The 2016 PDRA season was one of big speed

The biggest annual event in drag racing history

THROUGH SPACE 90 DARTING AND TIME 1968 Hemi Dart history

4 Drag Racing Scene / Vol. 3, Issue 1

46

NMRA season wrap

70

38

MELTDOWN DRAGS

INDEX RACING WITH MUSCLE Northeast Index Racers Association

32

Vendor Midway Dual Valve Spring Kits for LS Engines Lunati .......................... 56 Diamondfire HEI Distributor E-3 Spark Plugs....................... 57 Drum Buddy WM Performance .............................................. 57 1320 Series Helmets IMPACT ............................................... 58 Mustang K-Members QA1 .................................................... 58 Conventional 80W-90 Gear Oil Driven Racing Oil ................ 58 Twin Screw Fuel Pump FUELAB ............................................ 59 Ultra-Pro Solid Roller Lifters Crane Cams ........................... 60 Full Sweep Temperature Gauge Classic Instruments ........... 60 2017 Master Lobe Profile Catalog COMP Cams ................. 60 HP Floor Shield Heatshield Products .................................... 61 Super Cobra Jet Engine Wiring Harness FAST ..................... 62 Thumpr Auto Hauler Collectibles COMP Cams .................... 62 Billet Remote Oil Filter Mount Earls .................................... 63

Jeff Smith on Bearing Clearances

Tech

22 FINDING POWER WITH FUEL? 32 ROOM TO MOVE 42 RELIABILITY FROM AGING TURBO 400 50 FOR THE BIG & BAD 64 WINNER, WINNER 84 TOP 5 TECH Flex fuel facts from FAST

Jeff Smith explains new bearing clearance technology

Departments FOR 2 FUEL THOUGHT

Stronger component designs from ATI Performance

10 TOP ELIMINATOR

18 BORN TO RACE 19 VIDEO REWIND 20 TRACK TESTED 21 DIGITAL GUIDE

AT THE 12 LIFE DRAGSTRIP

THE 94 INSIDE HELMET

Thoughts from the editor

6

DRAG NEWS

Important happenings in the drag racing world Tyler Crossnoe and Mark Samples

Photography through the years

14

IN FOCUS

16

Featured photography of Dan Ricks

STOMP ON THAT LOUD PEDAL

Prosperity & popularity

Goals for 2017

Cool online videos

How is Pro Stock Doing?

Drag racing apps, sites, and social media

Drive and dedication

IT 95 PUT TO THE TEST

ZEX pressure gauge

96 LIFE AT 1320 Remembering Shirl Greer

Better breathing intakes for the big-block Chevy NHRA’S Jeff Strickland hits it big with two titles Top transmision preps for a new season

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 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 Dan Ricks - danricksphotos.com Chris Simmons - facebook.com/chrissimmonseventphotography Chuck Green - chuckgreen.zenfolio.com Brian Beers -- instagram @beersphotography Gary Rowe -- raceworks.com DragRacingScene.com 5

Drag News PRESENTED BY

Bader won’t back down from fight with regulators Bill Bader and Summit Motorsports Park are currently locked in a fight with the aviation department of the Ohio Department of Transportation (ODOT) over three light poles on dragstrip property. Bader received a certified letter from the ODOT stating the three light poles in question “penetrate the civil airport imaginary surfaces” of the Huron County Airport, against regulations by the FAA. The letter also stated the poles raise “safety concerns that far outweigh any economic and technical factors” and ODOT has denied an appeal by the track owners.

Each of the three poles in question are 60 feet tall, and one of them has

been in place for 20 years. The other two poles were put in between fall of 2015 and spring 2016 as part of the second phase of the dragstrip installing professional lighting.

Bill Bader

Historic ‘Wheeler Dealer’ finds new museum home A Canadian Top Fuel dragster that made its name with wins on the international circuit in the 1970s has been donated to the Reynolds-Alberta Museum in Wetaskwin, Alberta. The dragster was built in 1973 and was operated by Terry Capp and Bernie Fedderly, who are now both members of the Canadian Motorsports and Canadian Drag Racing Hall of Fame.

Team Capp was instrumental in bringing Canadian Top Fuel drag cars into prominence in NHRA drag racing.

Along with crew chief Bernie Fedderly, Terry Capp highlighted his career with a win at the U.S. Nationals in 1980.

Team Capp sold Wheeler Dealer in 1979 when they moved onto another dragster, and the well-known car went through a multitude of owners who raced and modified the vehicle during the next three decades.

In 2007, the car was purchased by Brian Friesen of Winnipeg, who spent years completing a full restoration of the dragster to original condition and has now generously donated the car to the museum, where it has joined the fleet of historical vehicles on display.

6 Drag Racing Scene / Vol. 3, Issue 1

Bader states the lighting is required to meet standards of NHRA and FOX Sports broadcasts. If the poles were taken down, Bader said the facility would lose its national event, his insurance, NHRA sanctions, and naming rights. He states the lighting is necessary for racer safety and he will not take them down.

Bader has also noted he had offered to put light beacons on top of the poles or add reflective tape to aid pilots, but had been turned down by ODOT without explanation. A comment from Airport Board president Harry Brady said his perspective is that beacons would be adequate for pilots’ safety.

Bickel suffers $1 million loss in structure fire

Source: Facebook

Source: Reynolds-Alberta Museum

“I am thrilled to see such a significant piece of Canadian history reside within one of our provincial museums.

The Wheeler Dealer dragster is an example of how Albertans and Canadians push the envelope to excel,” Ricardo Miranda, Alberta’s culture and tourism minister, said in a news release.

The Reynolds-Alberta Museum is owned by the province of Alberta and hosts a nice collection of vintage automobiles, trucks, motorcycles, bicycles, aircraft, tractors, agricultural implements, and industrial equipment. The museum was very pleased to obtain the vehicle in such good shape. The Canadian Cultural Property Certification from Canadian Heritage recently valued the dragster at $285,000.

Jerry Bickel Race Cars lost a secondary building to fire on Saturday, March 4.

The building, which housed several race cars, an RV, enclosed trailer, parts, and equipment, suffered $1 million damage. Lincoln County Firefighters were dispatched to the location in Moscow Mills, Missouri, by a police officer, who had been checking on a security system malfunction at the building. The video surveillance equipment showed that smoke had first appeared at 10:15 a.m., but the camera failed seven minutes later.

Police arrived to check on the malfunctioning system and called the fire department.

Nobody was in the 4000-square-foot building at the time and he building and its contents are a total loss.

Thankful that it was not his primary building, Bickel has thanked everybody for their concern and offers of help. He plans to rebuild the building.

South Georgia Motorsports Park damaged by winter tornado

In January, Adel, Georgia, was devastated by a tornado. Nearby South Georgia Motorsports Park did not escape damage, with the tornado destroying grandstands and the entire row of suites that topped those bleachers for the circle track and dragstrip.

The damage occurred just weeks before Lights Out 8, one of SGMP’s largest annual events. The staff worked tirelessly to make necessary repairs and clean up prior to the event, despite the loss of the suites.

$100,000-to-win Pro Mod event to be held at Bandimere Speedway Buzz is already being generated about the announcement that Drag Illustrated is promoting a first ever $100,000 to win winner-takeall World Series of Pro Mod. The event is scheduled to take place at Bandimere Speedway near Denver, Colorado on August 4-5, 2017.

While the full line-up of drivers has yet to be determined, several of the Real Pro Mod Association (RPM) frontrunners have signed on already to be a part of the one-of-a-kind tournament.

Fourteen drivers will be formally invited to participate in the main event of the weekend. One additional driver will be voted in via an online fan vote. The 16th and final driver will race their way into the main event during

an open 16-car, $10,000 to win Pro Mod Shootout on Friday night.

Wes Buck, Drag Illustrated’s Editor-in-Chief wants time to build the story ahead of time. It is his plan to randomly draw the pairings for the first round of eliminations on social media.

“By making it an invite-only deal, by essentially ‘casting’ our field with colorful, energetic and competitive drivers, then drawing the first-round pairings a month ahead of time, we can build rivalries and develop a compelling story around the race. We want to pour as much gasoline on this fire as is possible, lean on racers who share our vision for taking this sport to the next level, and we believe the World Series of Pro Mod is where it begins.”

Drag News PRESENTED BY

Heartland Park owners buy National Trail Raceway Shelby Development, LLC and its affiliated company Monopoly Acquisitions, LLC, owner Chris Payne announced the company has reached an agreement to purchase the NHRAowned National Trail Raceway in Columbus, Ohio.

Shelby Development, LLC previously purchased Heartland Park Topeka in December 2015. Plans are to continue to improve Heartland Park Topeka while they complete the acquisition of National Trail Raceway and identify specific areas for facility improvements, as well as introduce new event content.

Scott Gardner, President of Heartland Park Topeka will expand his role as Chief Operating Officer and will oversee the operational staffs at both facilities. “It’s important that we approach this opportunity to learn as

much as we can about National Trail Raceway, its staff, racers, and sponsors and build a plan to improve on what we have,” Gardner said.

Gardner was present at the championship banquet at the Columbus, Ohio, facility to introduce himself and the company to the racers. He took the opportunity to announce the aggressive season of events scheduled for 2017 that will include: Spectacle of Speed, NMRA Ford Super Nationals, Super Chevy Show, Mopar Nationals, NHRA Lucas Oil Drag Racing Series, Chrysler Power Classic, and many more.

2017 International Drag Racing Hall of Fame inductees honored The 2017 inductees into the Don Garlits Museum’s International Drag Racing Hall of Fame were honored in March. This year’s inductees are: The late Jeff Byrd was President/ General Manager of the famed Bristol Motor Speedway and Bristol Dragway (best known as “Thunder Valley”) for Speedway Motorsports. His visionary ideas, combined with his marketing skills, helped lead drag racing to a higher level.

Brothers “Jeep” (Gerald) & Ronnie Hampshire were highly talented racers with blue-collar roots (typical of the many fuel car pilots in the Los Angeles basin) in the heyday of the front engined dragsters. Together, they raced some of the most successful cars of the period, winning major events in southern and northern California.

The late Dean Moon, whose “Mooneyes” logo has become an icon with racers and street performance enthusiasts, was a racer on the Mohave dry lakes and at the Bonneville Salt Flats, as well as the drag strip. He started the Moon Equipment Company which became a major company, in the market. Moon was one of the founders, and second president of the Speed Equipment Manufacturers Association 8 Drag Racing Scene / Vol. 3, Issue 1

(SEMA), now Specialty Equipment name), and had Linda Vaughn, then Marketing Association.

“Miss Hurst Golden Shifter,” alongside Joe & Dellie (Delma) Reath were a as “crew chief.” highly influential husbandBill (“Wild Bill”) and-wife team, which creatShrewsberry became ed and operated an engine best known as one of the building/speed shop busifounding fathers of the ness named Reath Auto“wheelstander” exhibition motive. Reath Automotive cars, driving the famed redalso sponsored a number and-white Dodge Dart “L.A. of drag racing and land Dart” cars, and the “Berry speed teams, most notably Wagon II” (sponsored by the Dunn & Reath (with Knott’s Berry Farm). His Jim Dunn) fuel Funny Car. nickname came from drivJoe passed away in January ing the original L.A. Dart Bill Shrewsberry 2013 at the age of 87. while standing in the windJoe (“Gentleman Joe”) Schubeck shield, with the car on its rear wheels, built a career as a formidable top racing down the track. Prior to his exhifuel/top gas car racer, with a flair bition career, Shrewsberry successfully for promotion. As a manufacturer, drove some significant A/FX and Super he founded Lakewood Industries, a Stock class cars for Mickey Thompson, prominent racing safety Jack Chrisman, and Sox & Martin. parts company, and is reLarry Sutton served as one of the sponsible for creating one sport’s most well-known race starters of drag racing’s key safety – famed for being very firm, but fair components – the onein that critical position. He served as piece, hydroformed steel the Chief Starter at Lions from 1959 bellhousing that covers the until it closed in 1972, then became clutch/flywheel assembly. the starter at two other iconic southSchubeck was hired by ern California tracks – Orange County Hurst Performance owner International Raceway and Irwindale.

George Hurst to drive the After OCIR closed, Sutton raced very Dean Moon famed “Hurst Hairy Olds” competitively in the Top Fuel class. twin-engined exhibition car. He had a The 2017 Founder’s Award recipituxedo-inspired fire suit made, (which ent is veteran photographer, journalinspired the “Gentleman Joe” nickist, and author, Bob McClurg.

Who owns the World Series of Drag Racing name?

If the World Series of Drag Racing couldn’t have more turmoil, as the event title is being claimed by two different entities. IRG Sports & Entertainment claims it acquired the naming rights with the purchase of Cordova International Raceway in 2014. In 2016, IRGSE moved the World Series of Drag Racing from Cordova, where it had been held since 1957, to Memphis International Raceway, another IRGSE property. Earlier this year, it was announced the event would return to Ron Colson Cordova in August.

Bob Bartel, who built the track in Cordova in 1956 and brought the World Series there in 1957, along with Ron Colson are saying they own the World Series of Drag Racing name and have produced a U.S. Patent and Trademark office document dated October 11, 2016 that supports that claim.

In a press conference, Colson and Bartel said his group is willing to put

the name and the event together to include some basic standards at a moderate licensing cost. They are hoping to work with Mike Dunn, president of the IRGSE-owned IHRA, and Rod Wolter, general manager of Cordova International Raceway, also owned

by IRGSE, to produce a high-quality event. Mr. Colson stated IRGSE has been sent a cease and desist letter.

Mr. Colson says they are prepared to defend the trademark in court.

They have also sent cease and desist letters to Darlington Dragway, which has talked about a World Series of Bracket Racing, along with Drag Illustrated’s recently announced World Series of Pro Mod at Bandimere.

They are still hopeful an agreement can be worked out and want to take the moral high ground. They just want the World Series of Drag Racing to return to its former success.

Florida DOT compromise will allow dragstrip to stay open The Florida Department of Transportation has reconfigured a planned road connecting I-275 to the Bayside Bridge so it will bypass Showtime Speedway.

The facility, which includes a dragstrip, was thought to be a temporary attraction.

Florida State Senator Jack Latvala, sat down with the department to explain how important the facility is to people in the community. They were able to come up with the compromise

that will allow the track to stay open.

The road will run on the drag strip’s west side and will be more compact than originally planned, with walls as buffers instead of dirt. Track operator Bob Yoho said the track will lose some parking, but he is thankful he can continue his dream.

Yoho originally signed a five-year lease with the FDOT in 2012, and has been able to extend the lease for an additional five years.

Stay up to date with the latest news at DragRacingScene.com.

Mark Samples, Tyler Crossnoe, and their popular Outlaw Street Car Reunion

M

ark Samples and Tyler Crossnoe are the driving force behind the popular Outlaw Street Car Reunion held annually at Memphis International Raceway. With Tyler’s extensive skills in track prep and event operation, combined with Mark’s background in event administration, the pair owns Southern Speed Promotions which is destined to become a larger promotional entity with time.

The partnership began when Mark was promoting the Outlaw Street Car Reunion, first held at Brainerd Optimist Dragstrip. “I ran it for a few years, and when I got busy with my roofing company in Georgia, I backed out of the racing business,” Mark says. “I was then approached by Tyler to help him put the race on in Memphis.”

“I basically sit back in the bushes and let Tyler run the show,” Mark says. “He does most of the work, and I help him financially. He does all of the promoting and sponsors. I jump onboard right before the race and bring my company crew out to help out. I sit in the tower and take care of everything up there, and Tyler takes care of everything on the track. We work well together. I love that kid. He has more heart than anyone I’ve ever seen in the business.”

Tyler started racing with his late father, Tim Crossnoe. By age 11, he was working on the family race cars and became interested in how race cars reacted to traction.

“I started announcing and running the computer at Jackson Dragway,” Tyler says. “I then went to Holly Springs Dragway and handled the computer and tower. I then moved into track prep, then started their heads-up program and worked with their Spring Shootout and Fall Brawl races. I went to Memphis International Raceway after that, then went to VP, starting there on my 21st birthday.”

At VP Racing Fuels, Tyler was a traction consultant and race fuels sales

rep. He honed his track prep skills with the company and is known for his ability to “hook” today’s Outlaw Street Racing events. He has recently joined the NMCA event team as Race Master. This new career step will have Tyler responsible for pre-event track prep at NMCA and NMRA partner tracks. He will also be working with track maintenance during each event — while running the ready line and working directly with staging team members.

While he will be busy with the NMCA/NMRA duties, he and Mark Tyler Crossnoe will continue to manage the controls of the huge Outlaw Street Car Reunion in Memphis. The race boasts more than 315 entrants each year. When Tyler was asked to work with NMCA, rumors ran rampant that he would be giving up the reins of the OSCR. “We started the Outlaw Street Car Reunion in 2014,” Tyler says. “No way I’m giving that up. That’s my baby.

It would take somebody with a lot of money and a promise that they will keep it going before I would give that up. That’s my baby right there.”

Mark agrees the race is special to him, as well.

“Even though I stepped away from it due to my company responsibilities, I would have missed it,” Mark says.

“When Tyler called, it was great. We work so well together. We make all decisions together for the event. We call each other on the phone, and we talk about what classes we are going to run, and other changes that we want to make.”

One decision that has taken off well is their Battle of the States, which started when the race took place at Brain-

Read an interview with Tyler Crossnoe about his expanding track prep services by searching “Tyler Crossnoe” at DragRacingScene.com.

10 Drag Racing Scene / Vol. 3, Issue 1

erd. If a winner is from Georgia, then everybody from that state wins money.

“The weather got us for the last couple of years,” Mark says. “We had eight states left in the race, and after we had split the money up between the states, everybody got a check for $75 or $100.

Hopefully, the weather will cooperate with us from now on.”

Mark’s roofing company employees are the main crew for the event each year. “I have a good bunch of guys working for me,” Mark says.

They love going to the race and working it. I close down the business for two weeks, leaving just one or two people behind to run the office, and we all travel to Memphis for the race.

We have the best crew there is as far as racing. I have about 12-20 employees who will come and help out, and they all pitch in wherever they are needed.”

Mark and Tyler have thought about the future of their partnership and have discussed adding another race to their schedule. “We have talked to Atlanta Dragway,” Mark says. “They are basically in my back yard. We haven’t pulled the trigger yet, but if we did it, we would want a different format. We have discussed one of those no prep deals.

“I wouldn’t mind doing two races a year, but it takes a good amount of work from any promoter that does it.

Tyler works year round on just this one event. My hat goes off to promoters who do five to six events a year. It’s tough enough to make this one event work well.”

In addition to his promotion responsibilities for the OSCR and working with NMCA/NMRA, Tyler continues to help tracks with their prep. “I will still continue to travel and work with tracks, as I have done with the ra-

Highlighting those who help promote the sport of drag racing whether on or off of the track.

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dial events,” Tyler says. “I have 31 track Tyler and Mark made some class prep events on my schedule for 2017 so additions for the 2017 edition of the far, including the NMCA schedule and OSCR. “The Limited Drag Radial class the lone NMRA World Finals.” is designed as a great intermediary beTyler enjoys prepping for the multween X275 and Radial vs. the World,” titude of events and tracks around the Tyler says. “We already are seeing great country. “I enjoy doing the different news from racers coming into that stuff, as it is always a different chalclass. We also have added Pro Street lenge,” Tyler says. “The radial is a difMotorcycle. A lot of promoters, includferent prep challenge on its own. The ing me, have talked about the glut of no-time grudge new classes coming things are picking into the sport. It up popularity to got to where you the point where had 10 classes at an those racers are event and promotscreaming for such ers were covering a ‘no time’ type of a crazy amount of drag racing. purse money. When “The Pro Modwe saw only 12-15 ified competition cars in some classes, adds another eleit was time for ment to the mix,” needed changes.

Tyler continues.

I think things are “Big floppy slicks changing positively and soft sidewalls at many Outlaw and stuff are an events where we are Mark Samples Photo: E3xtreme Media entirely differnot playing Russian ent animal when it comes to track Roulette with purse obligations.” preparation.”

Mark credits Tyler as the man who In addition to traveling to tracks for makes their partnership work so well one-off events, Tyler also does some year-round. “I put in my little part,” consulting on the side, when he can’t Mark says. “That boy works his tail off, get to a location. “I have done consultand he loves it. I think back to when I ing for tracks in Canada, Brazil, and got into outlaw racing in the midAustralia,” Tyler says. “I will help some ’90s, and I don’t think I’ve ever met people out when they have asked for anybody as dedicated as that kid. He pointers. I will help tracks and prolives, breathes, and sleeps drag racing. moters with chapters one and two, but He is one of a kind, and I’m proud to three and four are mine (chuckles).” be partners with him.” DRS

POWERHOUSEPRODUCTS.COM

Photography through the years

D

uring the last 28 years of my career, driving across states to each race has not changed, but many things have been altered in the photography world. Until 2002, photography in all forms of business existed only through the technology of film and processed photographs. It was a much more expensive way of producing photos, but the challenge of using film and photo processing to create a product desired by racers taught me the basics of not only photography, but how to work it as a specialty business.

Without getting overly technical, I remember trying to quickly figure out ISO, F-stops, and shutter speeds. I learned quickly because if you slipped on any of those camera settings, you would find out the next day when you spent $15 at the photo lab that your prints didn’t turn out as planned. I spent a lot of money back in the early days throwing 4x6 prints in the trash, but I learned to keep notes on what worked for me and what didn’t. Although I don’t miss those days, I wouldn’t trade them for the world because it simply made me a better photographer.

Modern-day digital photography has saved me a lot of money by cutting out photo labs. It’s also created a monster with the new rash of self-proclaimed “professional photographers,” as well. Again, that’s not just in drag racing, but weddings and commercial work also. Anyone can spend $1,000, create a Facebook page, and claim to be in business, but giving a person a paintbrush doesn’t make him an artist.

The advent of “pray and spray” photographers who are now spoiled by hammering 14 continuous shots of a car doing a burnout in hopes of getting one desirable image is today’s norm at the track. Doing that sort of thing separates the wannabes from the pros. Just because it doesn’t cost anything to shoot digitally and simply delete the “bad shots” doesn’t mean a person can skip the time to learn the important factors of composition and lighting. You don’t have to attend a major event to practice; your local track is a great place to start.

There are many photo editing computer programs out there that can take a poor image and make it acceptable, but why not shoot it right in the first place, instead of spending the extra time using a program? There is a breaking point between a “wow” photo image and the forced vibrance of a doctored shot that isn’t quite there in quality.

For example, the photo of the Mustang on the cover this month shows the heat waves coming from the car. That effect will never be obtainable through a shot off the starting line. It takes some thought and consideration regarding where you will be able to capture that effect. With Pro Modifieds or any heads-up class, shooting off the starting line is not going to get you the fantastic photo everyone wants to see. I have worked hard to find that perfect location down track, where most cars will start carrying their wheels, to get the shot everyone wants.

Obviously, it depends on the effect you are trying to capture, but if you’re in the printing business like I am, people want to see a good clean and clear shot of their car, not one that’s a 4x6 framed to fit an 8x10 sheet of paper. It takes practice (and I’ve put in plenty of hours) to learn where to capture the best shot, versus firing off 15 shots and hoping you get a keeper. This is the fundamental difference between a photographer and a person who simply owns a camera or cell phone. Passion, dedication, and the will to continue learning something new have helped me develop into a pro, and my customers and the publications I shoot for have noticed that as well.

Again, this is just my opinion of what works for me, because I assure you there are far better photographers out there than me. For example, I admire Ron Lewis’ work.

For some time now, I can pick up any publication and point out a Ron Lewis image without looking at the byline.

His clarity, angles, and color just stand out to me as his, and I regularly watch his work. Until then, I’ll just keep doing what I know so I can give my customers and media outlets the best product I can produce. DRS

I spent a lot of money back in the early days throwing 4x6 prints in the trash, but I learned to keep notes on what worked for me and what didn’t.

12 Drag Racing Scene / Vol. 3, Issue 1

IN FOCUS DAN RICKS PHOTOS

How did you start in motorsports photography?

A long time ago, my dad used to race cars, and then the family raced a couple of cars. After the race cars went away, photography was my way of keeping close to the racing world.

So, is there anyone who influenced you through the years?

I thought about that a lot. I would say Richard Brady was a big influence. I was shooting the funny car races and other big events up at Byron Dragway in the 1970s. Richard Brady was always there shooting for Super Stock Magazine. I was shooting for Laurie and Todd Silvey’s Midwest Drag Racing Magazine at the time. We became friends. I’d have to say Richard Brady was my biggest influence.

14 Drag Racing Scene / Vol. 3, Issue 1

What sets your photography apart from others?

Everybody is trying to do the same thing out there on the starting line, shooting cars going down the track.

I try to get more of the story about the people who participate in drag racing, rather than just the action shots. That is something I am always on the lookout for, and that’s what I enjoy accomplishing.

Did your background in racing drive the photography or were you always into photography?

I started doing a lot of photography outside of motorsports, a large amount of scenery stuff.

I always came back to drag racing, because there is something that fascinates me about that kind of photography. It’s the way they look and the challenge to capture. I have tried to get away from racing, but it’s hard; I just love the cars.

You shoot a lot of other sports — has one helped the other, or honed you as a photographer?

Oh yeah, I did a large amount of hockey and basketball in the early days. Shooting all kinds of active subjects keeps you sharp and focused, looking for the perfect shot. Right now, I do a lot of hockey. I shoot the University of Notre Dame and professional hockey.

I love hockey as a photographer and a fan. The constant go, go, go action is a challenge.

On the other side of that, I can go out on any given day and shoot flowers or birds. I love it all, the entire gamut of photography.

What are some of your unique images that set you apart from others?

That is tough; everybody is a little different. Many just shoot a lot of different shots. Myself, I look for unique angles, some-

thing different than others, which might show off the car’s character. Sometimes a unique background can bring something to an image as well.

I have been working on night photography that brings out the driver’s face. There is some amazing emotion caught in shots like that. I just like to do stuff like that.

Your equipment?

I use all Nikon, but nothing special. I have a D5300 right now with a Nikon 28-70, 2.8 and a 70-200, 2.8. I use the 70-200 lens practically all of the time. Other than a couple of flashes, that is pretty much it. I’m ready for an upgrade (laughs).

danricksphotos.com facebook.com/ Dan-Ricks-Photography twitter.com/DanRicks1

For even more info and pics, search “Dan Ricks” at DragRacingScene.com.

DragRacingScene.com 15

Drag racing prosperity and popularity

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s a whole, this sport is doing unbelievably well right see on television is not necessarily reality. All of us real racnow, and it has a lot to do with heads-up racing ers know Street Outlaws films on a closed course with ambuattracting a lot of attention and growing like crazy. lances and all of the safety stuff there. It has been good for If you look at the redemption and no-prep series races, bringing attention to the sport of drag racing and has made the cars are loud and out of control. It’s bringing standa lot of kids want to come out and watch it. Even the local ing-room-only crowds to the tracks. tracks have started to do no-prep or Not too long ago, I went to my heads-up racing in response. first no-prep race in Memphis.

I am a bracket racer and have Walking out on the track on the been for many years, but the avstarting line, I was like ‘ain’t no erage person doesn’t understand way.’ There was no prep done at why one car leaves first. Headsall. I thought every car was going up racing is exciting and easier to smoke the tires, but the ability to understand. What we all watch these racers have to make these on television on the weekends is cars hook on a no-prep surface also growing at a crazy rate. It was is amazing. When the first two, a incredible having the first NHRA Chevy II and a Chevelle, left the event of the year in front of the starting line, both front ends were Daytona 500 on FOX. It was the up in the air. most watched drag racing event When I walked further down NHRA has ever had. the track, there was still some leftDrag racing is on the move. I over prep there, and in my mind, never thought you could sell out I thought they could get down the a dragstrip, but there were severtrack and apply the power. But, al events last year that sold out. It back to those first two cars; the is just a fantastic thing for all of us moment they got down the track, involved. I have to say drag racing is The Chevy II was in the right lane healthy and growing, and it is going and took an immediate left into to be good for all of us involved. the wall. It was a horrible-looking The racers themselves are lacrash. And, it was just right on to ser-focused; these guys building the next pair of cars. They leave these super high-power small tire the line fast, and they slip and cars are probably not going to slide down the track, but that’s have a class to race in NHRA. But, what is bringing in these standthe fans have a building interest in ing-room-only crowds. all things drag racing. Attendance As I am writing this, this weekis going up – whether it’s the small end is the Radial versus the World tire, or the Street Outlaws, or the deal. I am watching it online. I NHRA – interest in drag racing is want to see how fast these guys can Justin Shearer held a “C note” up in the air in true street increasing. go on 305 radials, and some on Racers are focused on those outlaw fashion when Justin and fellow Discovery Channel 275. It is nuts how you hook some- Street Outlaws star Shawn Ellington hung out with Clay cars as well. As I said, I’m watching and the Parts Plus/Great Clips Top Fuel team in 2017. thing like that. Granted, I’m sure Radial versus the World. Racers, in most of these guys have some type of traction control sysgeneral, are going to pay attention; they’re going to tune tem, but the power management is incredible. The majority in and spectate as these races continue to grow. of these cars do not lack power. The great thing about all of Justin “Big Chief” Shearer competing at the U.S. Nathis is they are bringing people to the dragstrip. tionals, made it okay for the big-time racer to say ‘yes, I Radial versus the World is a fun event to watch. I haven’t watch that show, and I enjoy it.’ Justin and Shawn “Murhad the opportunity to get there in person, but the number der Nova” Ellington came and hung with us in our pit of people building cars to do this is awesome. A lot of peoarea at Justin’s first NHRA event, and we got some quesple will say this started with Street Outlaws, the TV show. I am tions as to why they were there. not and have never been a street race guy. My parents always Fast forward to Englishtown, and Justin did a PSA to took me to the dragstrip, so I have always been a track racer. race at tracks. It suddenly became okay to like the show.

That TV show has brought a lot of eyeballs to drag racing When he attempted to qualify for ProMod at the U.S. and is making a lot of people want to go to the dragstrip, Nationals - that was good for racing. All of that show has which is a terrific thing. been good for the sport.

I’ve been involved in many reality shows from Pinks All Everything with heads-up racing and no-prep is just Out, to Drag Race High to Burnout on MTV2, and what you making the sport better. DRS 16 Drag Racing Scene / Vol. 3, Issue 1

Even after a dream season, we have goals for 2017

E

very year as the year winds down, we make big plans their breath when under pressure. I know when I’ve watched for all we want to accomplish during the off-season. All in-car videos that I see myself doing things I didn’t realize. too quickly the new season arrives, bringing exciteRick, Madi, and Adiayn are making plans too. We plan out ment, especially if you have a new engine, new combinamissing school, our meals at the track with the Benoits and tion, new data acquisition products, or even a new car.

Waycasters, and our travel plans. It’s like a second life we live.

It is difficult to describe my feelings when I am getting Anything you do in life is worth doing well. We all hope ready to make the first pass with a new engine or in a new to be good at what we do. Tangentially, I’m often asked car. It’s a combination of apprehension, a touch of nerabout the female aspect of competing in a mostly male-domvousness, but most of all excitement! I know my heart is inated world. I still like for a man to hold open a door or ofbeating a little faster. I get euphoric when I get to the othfer a seat; I love the old-fashioned chivalry of yesteryear. er end of the track, and I know Drag racing is a sport where without looking at the ET slip a female can physically compete that I just accomplished more as an equal. I know first-hand than I had hoped. It’s a real that we have come a long way. drag racer’s moment.

I’ve been racing more than 30 It was a dream season in 2016. years, and the struggle to make We went rounds at almost every our place is real. I’ve witnessed race, went to finals, won another grown men leaning over a fence National event, and won then lost clapping at me when my win a division championship (a long light didn’t come on at a tiny story about some confusion over track in Southwest Virginia. division points). We finished secI taught both my children to ond in points in a different dividrive the finish line since their sion, partnered with unbelievable first race in a junior dragster. I people to build an incredible onewas told by men I had no busioff race car, made the first pass ness doing that; I should let on that brand new car, and went them learn on their own like othrounds in it at the first two events. er kids. I see comments on social Don’t get me wrong; I am media about female drivers like Michelle and Drag Racing Scene Editor Todd Silvey chatted on Facebook Live at the recent Performance Racing Industry Show. Erica or Courtney, or even Danigrateful God has put me in this position, surrounded by the peo- See the conversation on the Xceleration Media YouTube page. ca, which lets everyone know we ple in my life. Last year left me with a determination to see are still making a stand in a male-dominated the world. I’m what I can accomplish. It’s not that I didn’t try; I am often okay with being acknowledged as a female, for females becalled competitive, and I will say that is an understatement. ing recognized for their firsts in the racing world, because it I just feel myself relax a bit. After winning my first national wasn’t that long ago that few accepted it. event in 2011, there was a calmness that came over me. It The folks at Moser Engineering have added a unique was as if I had finally arrived. That may be why so many ractwist to their 50K Great American Bracket Race this year, ers become multiple winners once they win. picking a team captain for each state, who then chooses a As I write this, we are ramping up to start our racing seateam of drivers to compete against all other states. I was honson. This is crunch time. It’s when we are trying to make ored when Virginia’s team captain, Jeff Verdi, asked me to be sure we have everything in place. As a driver, I am already on the team as either the female driver or the 8.90 driver. To envisioning the passes I will be making. It’s a mental game, gain respect from your peers is an incredible feeling. in my head. I go through the runs from burnout to the top I am determined to make every round count this year. I end. I picture the track, how it’s set up, and where I go to have an amazing family, and the best partners in the busitech. That thought will remind me to get the tech cards upness, who have given me three of the most competitive hot dated and printed. My thought then rolls into ‘is the chassis rods out there. In 2011 (at only my sixth National event), cert up to date, is my license current, where is my license?’

I became the second female to go to two finals at a NationI need to put it all together in my race bag. Then, I move al event. I have wanted to be the first female to accomplish on to my jacket, pants, shoes, gloves – is everything ready to winning two Wallys at a National event. With my second car go? I then remember that pesky string inside my glove that I being a Super Street car, and SST only being contested at could never remember to cut, because I only remembered it one national event per year, those chances have been limwhen I put them on in the staging lanes. ited. With the help of Papa Motorsports, that dream has I’ve shared this to say somehow, when event day is finally more opportunity, as we will compete in both Super Comp here and I pull my helmet on, it’s all gone at that point. I’m and Super Gas this year. I am going to do everything I can purely in race mode. It’s complete focus, and it’s all instinct. for round wins, because those turn into race wins, and those Someone asked me recently if I hold my breath when I race. turn into championship wins. My family and my partners deI honestly don’t know. There are studies that people hold serve nothing less. DRS 18 Drag Racing Scene / Vol. 3, Issue 1

Video Rewind

RACING / PRODUCT / ENTERTAINMENT

To watch all the videos below, head to:

DragRacingScene.com/video-rewind COMP Cams 40th anniversary video

COMP Cams has been in business for 40 years.

Ron Coleman and Scooter Brothers have created the leader in valve train technology from just a few guys that wanted to go faster. Hear the history of COMP Cams in their words.

Towing to the track, The legality issues continue

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

If our story on page 66 caught your interest, watch the roundtable discussion at the recent Peformance Racing Industry event.

Billy Glidden crash

This video by GRS1 Motorsports catches the rough ride that hospitalized Billy Glidden in pre-season testing at Orlando Speed World.

Drag race anything

Like us on Facebook for our weekly installment of “they will drag race anything”.

Bruder brothers Speaking of PRI...

Editor Todd Silvey goes crazy at the PRI Show interviewing tons of standout racing personalities like Nitro Funny Car racer John Lawson. We talked to John about his new two car match race program for 2017.

Their revamped Mustang with an 8-71 Roots blower - on top of a monster SCI billet Ford engine - funneled through X275 slicks.

That’s all we are going to say, except go watch the video.

DragRacingScene.com 19

Are NHRA Pro Stock’s best days behind it?

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ne year ago, the entire industry seemed to be wondering ‘what does the future hold for Pro Stock?’ It was the dawn of the EFI age and flat hoods, amongst other changes, and the rumors heated up about Pro Stock’s relevance in drag racing — far removed from its roots more than 40 years ago — and certainly not near its popularity of the late 1980s. Has Pro Stock run its course, despite the obvious freshening up of the rules?

The real factory hot rods — Cobra Jet, COPO, and Drag Pak — have gained tremendous popularity, which has fans and enthusiasts pointing to that as a replacement for the current Pro Stock world. On the surface, it makes sense, given it aligns with the original concept of using actual production vehicles and engine platforms. Pro Stock is called the factory hot rod class for a reason – the current models certainly don’t fit that bill – other than some styling cues, a sticker pack, and a factory-produced, purposely-designed cylinder head and engine block.

The strength of any class is participation, and while the limelight on the 6-second class appears to be dwindling, the participant side seems to be consistent with modern times.

As I write this column, the pre-entry list for the Winternationals at Pomona sits at 17 cars, and the 2016 field featured one less with 16 entries. A few of the events last year did struggle in year-over-year car count comparisons, but in my opinion, that had more to do with the cost to change a car over to EFI than it had to do with racer interest in the class. This year will reveal if more racers have walked away than jumped back in with the new rules.

The Holley EFI system and the associated equipment, like throttle body and fuel injectors, are certainly cheaper than a pair of custom carburetors. In fact, no longer will the teams need to have several carburetor designs ready for action depending on the weather and location of the NHRA Mello Yello national events. Then, there were the car modifications, as the hood scoop was replaced with a low-rise cowl induction hood, and the forward-facing throttle body was fed air via a K&N Filters carbon fiber snorkel that fastened to the lower grill area of the nose. And let’s

not forget a new set of wheelie bars — all pricey off-season expenses not normally incurred any other year.

The engine changed dramatically thanks to two major rule changes — the EFI-style manifold and the 10,500rpm rev limiter. It is interesting to talk to several Pro Stock team members who are in the know about the serious implications those two major rules had on the engine design. Normally, a high-winding engine, rumored to be near-or-around 12,000 rpm for some teams, would require short intake runners, but with the new lower rpm levels, those runners traditionally would be made longer. That isn’t the case because the low profile hood forced teams to work within those confines rather than optimizing the intake manifold dimensions for performance. More rumors: teams played with different generation head/ block designs from Chevrolet Performance to get the horsepower and torque output to acceptable levels with the lower rpm limits.

With those kind of changes, I think people unfairly judged the category in 2016 because some of the smaller budget racers took more time to make the adjustments and get on track. Casual conversations with many Sportsman racers will reveal that Pro Stock is still the pinnacle of drag racing for them.

Newer fans and some who don’t participate in a drag race at any level might gravitate towards the Nitro ranks over Pro Stock, but it still is a viable class in terms of racer interest.

Where it goes from here is anyone’s guess. Is it more of a top-billing Sportsman category that has a smaller place in the “big show,” or maybe take one step back? One has to wonder if putting the Pro Stock field into a reduced schedule, like Pro Stock Motorcycle and Pro Modified, and then having a couple big dollar shootouts at the Sportsnationals to make up the time off could be a viable option. That would then make Pro Stock racers the star of the Sportsman show and not play second fiddle to the Nitro ranks.

Wouldn’t it be cool to see the baddest Pro Stock race for $50,000-to-win as the headlining act on a Sportsman weekend away from the big show? DRS

Casual conversations with many Sportsman racers will reveal that Pro Stock is still the pinnacle of drag racing for them.

20 Drag Racing Scene / Vol. 3, Issue 1

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FINDING POWER

WITH FUEL?

p l e h n a c T FAS Words: Brandon Flannery

A flex fuel sensor monitors fuel for the presence of E85 in the fuel or exhaust systems and adjusts the EFI tune to suit.

T

he beauty of fuel injection is its ability to self-monitor and adjust itself to keep within set parameters. There is an ideal air and fuel mixture range that will deliver the best performance for every application.

With the right sensors, processors, and program, those ranges can be targeted and met, regardless of power level, induction, number of cylinders, or even fuel.

With the exception of flex-fuel vehicles, most OEM fuel injection systems are calibrated to run on either gasoline or diesel. A flex fuel vehicle has a special flex fuel sensor that will activate another tune if it detects the presence of E85. While production EFI is set around factory-designated specifi-

Ivan Korda’s daily-driven 2015 Mustang 5.0 went from a 10.90 at 130 mph on 93 octane to 9.80 at 140 on E85. The increased octane and cooler burning let him crank up the boost and find more power.

22  Drag Racing Scene / Vol. 3, Issue 1

cations, the aftermarket thrives on adjustability and customization, and this can give racers an advantage.

Fuel has long been used as a power adder. From alcohol and methanol to Nitromethane and even Hydrazine, free power by burning better fuel has an understandable appeal. In the other direction, many agricultural, rural, and fleet vehicles have benefited from running cheaper fuels (when the market allowed) such as Liquid Propane and Kerosene. In both extremes, the fuel system has to be calibrated to the thermal efficiencies of the fuels.

The difference in various fuels is how they burn and the conditions needed to efficiently use them. Their thermal efficiencies are defined by Fuel Energy Constants, or FEC. Without going into a lot of egg-headed details, that is basically a numbered scale on which they can be compared. (See figure 1.1) For the sake of easy tuning, the FAST EFI systems are based around the FEC for gasoline, with an FEC of 1.

celeration and heavy loading. The additional fuel slows and cools the burning process, preventing detonation and overheating in the chamber and head.

A lean condition (or too little fuel) can also increase temperatures and burn up valves and other components.

Alternate Fuels

As the FEC number decreases, the amount of required air for each part of fuel also goes down. In terms of the engine being a big “air pump,” the same amount of air will need more fuel with a lower FEC fuel. This is shown in the A/F column in Figure 1.1. Gasoline needs 14.7 parts air for each part fuel,

Hydrazine was basically rocket fuel that carried its own oxygen. When paired with nitromethane in drag racing, it made tremendous power. However, it was extremely unstable and unpredictable, often with disastrous results.

Air Fuel Basics

A key component of proper combustion is getting the right mixture of air and fuel. The Air-Fuel Ratio (AFR) defines how many parts of air and fuel are present. As with all things, there is a pinnacle of efficiency -- in this case, where there is exactly enough air mass present to completely burn all of the fuel. This is the “ideal mixture,” and it’s called the Stoichiometric A/F ratio. This comes into play when switching fuels.

The stoichiometric (or abbreviated to stoich) ratio for gasoline is 14.7:1.

This means for every one part gas, we need 14 parts of air to have the best combustion. While this is ideal, it is rarely achieved in an engine, as the time needed to burn all of the fuel is greater than the 4-5 milliseconds available at 6,000 rpm.

A stoichiometric mixture burns very hot and can burn parts up under a heavy load. Temperatures increase under heavy loading, causing the mixture to detonate before the right time and resulting in knocking or pinging.

The uncontrolled burning violently pushes on the piston before it’s time and causes damage.

To avoid this detonation, the ratio is enriched with more fuel during ac-

Figure 1.1 - The stoichiometric mixture for a gasoline engine is the ideal ratio of air to fuel that burns all fuel with no excess air. For gasoline fuel, the stoichiometric air–fuel mixture is about 14.7:1, This means for every one gram of fuel, 14.7 grams of air are required.

With an octane rating between 100 and 105 and a price comparable to gas, E85 can be an economical choice over “race gas.”

DragRacingScene.com 23

while the ratio for Methanol is 6.45 parts air for each part fuel. Though the Fuel Energy Constant is lower at .439, making it a more efficiently burning fuel, it needs more of it to get the job done with the same amount of air.

However, dividing Methanol’s required 6.45 parts air into an engine set up for gasoline’s 14.7:1 ratio means you can pack 2.28 times more fuel into that space and burn it. The additional fuel creates a richer condition that burns cooler, and the volume increases combustion. Since we cannot change an engine’s volume (cylinder displacement) or burn time (crankshaft rotation and timing), we increase power by burning twice the fuel efficiently within those parameters -- provided we can get the mixture right.

Race cars that run on alcohol or Methanol use larger injectors to move more fuel than regular gas. With an EFI system, the sensors monitor and adjust A/F mixture ratios to maintain a set of desired parameters to optimize the combustion process. Trying to run those fuels in a gas system with no adjustments would create a lean condition and cause severe damage.

On the corn: E85

E85 fuel is a mixture of Ethanol and gasoline offered in an effort to reduce reliance on petroleum. Though it has a lower FEC and stoichiometric A/F, it is supposed to burn more efficiently, and the difference is supposed to be close enough to gasoline that it’s worth the risk to step away from a full-petroleum product.

The bad part of E85? Ethanol is corrosive and hygroscopic. By nature, it attracts water. It also eats aluminum, magnesium, and rubber parts and requires stainless steel lines and tanks, or those lined with a plastic that eventually fails.

In a new vehicle designed for E85 compatibility, this isn’t an issue. For older vehicles, well, it’s not very good.

However, the good side of E85 is the octane rating. Where gasoline runs between 87 and 93, E85 checks in at 100 to 105. With race gas being very expensive per gallon and E85 priced closer to regular gas, it presents an attractive option.

The lower heating value also creates a cooler intake charge that has resulted in a 10- to 12-percent gain in power at the wheels when used as a “power adder” in turbo cars. In addition to needing bigger injectors, the EFI system also has to widen the range of pulse widths to inject up to 34 percent more fuel. This additional fuel takes up space, which increases compres24 Drag Racing Scene / Vol. 3, Issue 1

The FAST XFI 2.0 system includes a parameter to compensate fuel delivery for a comprehensive range of fuel types and mixtures.

sion and combustion. A cooler, denser charge that burns right is always a ticket to more power.

Flex fuel vehicles use a special flex fuel sensor to detect the presence of E85 in the exhaust or fuel systems and signal the ECU to make the changes.

Racers wanting to experiment with E85 will need one of these.

The FAST XFI system is tunable for a wide range of fuels, including E85, alcohol, and Methanol. Racers can dial in their tunes for various applications, allowing versatility in systems and options. They even offer a flex fuel mode that will enable the ECU to use feedback from the flex fuel sensor to determine the exact FEC in real

time, meaning if it switches or is diluted with more gasoline, it will adjust itself accordingly.

So, what does this mean? Are there any real gains to be made? We think so. Weekend enthusiast Ivan Korda was running 10.9s at 130 mph on 93 octane pump gas in his daily-driven 2015 Mustang 5.0. In a quest for more speed, he put it on E85. The higher octane and cooler intake charge allowed him to increase boost without fear of detonation and make more power. The result?

A 9.8 at 140 mph. That’s a full second and 10 mph improvement without detonation. For nearly the same price as 93, it couldn’t be beat. DRS Source: Fuel Air Spark Technology, fuelairspark.com

With a FAST XFI engine management system, racers can use a hand-held or laptop to dial in their tune for various fuel applications, including E85, alcohol and Methanol. There’s even a flex fuel mode.

U.S.STREETNA The heads-up season kicks off with ‘trial by fire’ at Bradenton Motorsports Park

Words: Todd Silvey Photos: Chuck Green

Outlaw 632 is gaining popularity on the Outlaw Street circuit. Jeff Ensslin’s crowd favorite 37 Chevy went three rounds in the 4.50 ET range.

26 Drag Racing Scene / Vol. 3, Issue 1

H

Ty Tutterow qualified for the 16-car Outlaw Pro Modified field with a solid 3.77 ET at 199 MPH on the Bradenton, FL 1/8 mile. He then took a string of 3.70’s to win the class.

ATIONALS

Barry Mitchell dominated Pro Drag Radial battles by qualifying number one with a 3.80 ET and carrying a 3.821 in the finals. “You can always count on going fast for the first race of the year at Bradenton, as well as getting your reaction times dialed back in.”

eads-up drag racing kicked off for the 2017 season with the 13th Annual U.S. Street Nationals at Bradenton Motorsports Park.

The Florida track was packed full with everything from Pro Mods and Open Outlaw, to Outlaw 632 competitors.

Action on the track also took place in Limited Drag Radial, Ultra Street, Heavy Street, index classes, 5.90 Bike, and Jr. Index classes.

It was evident many long nights had been spent during the winter. All racers pulled into the event with everything from current combinations tweaked with horsepower increases to completely new powertrain or race cars to sort out for the year. Personal bests were set by many racers, with intense competition in every category. Rain delayed the start of eliminations on Sunday, sending the 5.50, 6.50, and 7.50 index racers home early with rain checks to assure that they could complete the remaining categories.

The competitors enjoy starting out the year as a tradition at Bradenton, but add in a win and that made it all the better for Barry Mitchell, winner in Pro Drag Radial.

“Bradenton has a fantastic crew down there,” Mitchell comments. “You know, we can’t always count on decent track conditions with a season opener, but Jeff, the track manager, always goes above and beyond for us. You can always count on going fast for the first race of the year at Bradenton, as well as getting your reaction times dialed back in. Plus, what’s not to like about 70-plus degrees in January. It lets us get the bugs out of the car.”

“Unofficially, we ran the first .74 there,” Mitchell says, referring to their three-second passes on the Bradenton eighth-mile event. “We went on to win the race. We debuted the car last year, and it was fresh out of the shop then.

After winning the Snowbirds in December, and having more track time and more information, we went back home and worked the suspension out. Tommy Mauney at TM Race Cars did some updates for us. So, we came out fresh for the U.S. Street Nationals, and the car worked great in testing.”

The race is an excellent spot for doing some shakedown runs and working out the kinks from the winter.

But Mike Janis didn’t really need the testing for the year, since their team hadn’t really stopped racing from the end of last season.

“We opted to leave our truck, trailer, and everything in Florida and have been going down there since November DragRacingScene.com 27

to hit all of the Florida races,” Janis says.

“We did step up the car over the winter, trying to make our combination work.

We have our new Janis supercharger Jan-Cen Racing Engines Hemi in it, so we’re refining the combination.”

The combination took them to the semi-finals in Pro Mod, with some excellent numbers for the team.

“It was a great event for us,” Janis says. “We were running very well for being NHRA legal. We ran a best of 3.74 at 198 mph — that would equate to about a 5.69 or 5.70 in the quarter-mile, a record-setting run, so we were pretty pumped at that. That was in the second round, but we ended up having a bit of trouble with our parachute and made a hard turn into the wall. We got it fixed for the semi-finals by duct-taping the door shut and zip tying it from the inside. I had to climb in from the passenger side to even make the semi-final round. It was a pretty eventful weekend, to say the least.”

Mike Janis qualified number four in Outlaw Pro Mod with a 3.78. “It was a great event for us,” Janis says. “We were running very well for being NHRA legal. We ran a best of 3.74 at 198 mph — that would equate to about a 5.69 or 5.70 in the quarter-mile.”

Ken Cruz says his team is at the races to have fun as much as compete. They qualified in the middle of the Outlaw Pro Mod field with a 3.87 ET, but a blower explosion and fire caused too much damage to continue. “Still, we’re having a lot more fun than most of those guys.”

28 Drag Racing Scene / Vol. 3, Issue 1

George Williams took a runner-up finish in Pro Nitrous Eliminator with his brand-spanking new Corvette. Teammate, Lemar Hobson told us, “We would work things out and find out a little more with each pass. The runner-up finish was a great bonus.”

The winter is a real testing time for the Janis team and their shop.

“It’s a testing ground, and a big deal for us,” Janis says. “It’s a new market we’ve been tapping for customers. We love the early season races, and it helps us get our shop name out there when everybody is not running during the winter months.”

John Sullivan Jr. was at Bradenton to run in the X-treme Pro Mod category. Unfortunately, with only four entries, the track canceled eliminations for the class, so he just enjoyed the practice time to get ready for the rest of the season.

“It ended up being a test session for us even though we did have some qualifying runs,” Sullivan Jr. says. “We’re going to be running some PDRA events, some sanctioned events, but we do like to run the outlaw races. We enjoy the Outlaw Quick 8 Saturday night races, the real outlaws going on tracks we have no business being on.

“During the U.S. Street Nationals, we were able to get in seven mostly half-track passes just trying out some new combinations. We do have a new transmission and fuel system in the car, so we got a lot of good data going into the first PDRA race at Valdosta a couple

of weeks later. So overall, it was a good weekend for us.”

George Williams and team were running a brand new car in Pro Nitrous and finished in the runner-up spot for the weekend.

“We learned a lot,” Williams crew member Lemar Hobson says. “With a brand new car, you have new problems that come along with it. That made it great to be there all weekend. We got to test and work things out and find out a little more and then make another pass.”

The team plans on running PDRA all year long, along with any local events they fit into with their car.

“We had a fun weekend,” Hobson says. “We finished as runner-up. We used the opportunity to get into the show and ended up making it into the finals, so we were happy with the results.”

A light X-treme Pro Mod field canceled the class competition, but John Sullivan Jr. still got numerous test passes in to prepare for their 2017 season. “Overall, it was a good weekend for us. We were able to get in seven mostly half-track passes just trying out some new combinations.”

For even more info and pics, search “U.S. Street Nationals” at DragRacingScene.com.

Tracy Stunkard covered the fast dragster Open Outlaw class with a 3.89 qualifying ET, more than three-tenths of a second over the heads-up dragster field.

30 Drag Racing Scene / Vol. 3, Issue 1

All eyes were on Street Outlaws star Kye Kelly when he met up with Dewayne Mills in the first round of Pro Drag Radial. Kelly reached for the sky while taking on Mills in his record-breaking hitter.

It doesn’t always take a winning weekend for a racer to make an impression on the other competitors and the crowds of fans. Pro Mod racer Ken Cruz had some rough luck during the event, but their grassroots team is working hard and having a great time.

“We qualified pretty good, but when it mattered during eliminations, we chucked the blower off and had a fire, and that was pretty much the end of our day,” Cruz says. “It burned up the Racepak and all of the lines and destroyed the windshield, so we were done. After the race was over, we had hurt the head, so we sent that back to Veney and he red-labeled stuff back to us. We then had two weeks to get it back together

and were ready for the Heads-Up Madness race that we won.”

Cruz’s team has been getting help from Bob Newberry’s tuning expertise and is learning a lot from him.

“He’s been with us for a while now, and we nibble away at it,” Cruz says. “We were on the lean side, and he brought us to the fat side of the tune-up; we’ve accelerated from there. Bob is very informative when he explains things to us.

He’s not trying to keep it a secret, because he wants us to do well and learn from him. He’s a great teacher, and we are improving with his help.”

These guys have a great time at the races, despite competing in Pro Modified on a shoestring budget.

“We pull into the pits and park next to these million-dollar rigs, and we’ve got our Griswold trailer and our little dually truck,” Cruz laughs. “I always ask Bob Newberry why he wants to help a bunch of redneck guys like us, and he tells me he’s been where he can’t say what he wants to, and with us, he can say anything he wants. We’re having a lot more fun than most of those guys.”

Based on the numbers appearing on the scoreboards throughout the weekend, this is going to be a fantastic year for heads-up racing. Things are just getting started, so keep your eyes peeled for all of the coverage in Drag Racing Scene magazine. DRS

t o ROOM MOVE

Words & Photos: Jeff Smith

An up-close look at bearing clearance

D

Establishing accurate clearances can come down to measuring what the bearing manufacturers call the B-wall thickness. The B-wall is the area 90 degrees to the parting line. According to McKnight, this thickness on a small-block Chevy CB663HN bearing is between 0.06165 and 0.06195 inch (0.0003 inch). If you are splitting hairs, the difference could be useful.

32 Drag Racing Scene / Vol. 3, Issue 1

rag race engine builders are forever on the hunt to mine the next horsepower improvements.

Stories abound about the NASCAR boys squeezing ever-tighter bearing clearances around increasingly-smaller journal diameters in search of miniscule horsepower gains from reduced bearing speeds. In the world of high performance, if those guys are doing it, perhaps the trickle-down effect will find these ideas entering the drag race world as well.

Next, we’ve read that Mahle-Clevite offers the suggestion for a tighter minimum clearance of 0.0007 inch per one inch of journal diameter, cinching down on conventional wisdom’s 0.001 inch per inch of journal. This might at first appear to be a trivial change, but not when you do the math. Multiply 0.0007 x 2.45-inch small-block Chevy main journal diameter clearance of 0.017 inch. Mahle-Clevite calls this a starting point and emphasizes that you can then add 0.0005 inch as a safety margin. In

The foundation for a reliable race engine is measuring and creating accurate bearing clearances. This involves precision measurement tools and a thorough understanding of the ideal clearance specs for the application.

this case, that would add up to 0.0022 inch, which is within a couple of thousandths of the original standard.

As with most new ideas, the decision to move to tighter clearances boils down to a cost-to-benefit ratio. What will the engine builder gain compared to the cost? In this case, the cost isn’t the price of the bearings as much as it is the consequences if the change is not successful. With a high-output racing engine, the penalty could be worse than just burned bearings. For a professionally-built, take-no-prisoners, high-rpm small-block featuring a meaty compact-graphite iron (CGI) block, billet steel crank, laser-straight main webbing, and 1.88-inch rod journals, tighter clearances might be a benefit. However, tighter clearances might be less reliable with a garage-built 800hp big-block Chevy using a production block and a crankshaft of questionable lineage. So, before we execute a perfect cliff dive into the world of tight bearing clearances, this deserves a deeper look into some of the variables.

Let’s start with the simple case of a common 0.002 inch of bearing clearance. The number can be a bit misleading. With a running engine at minimal load, the crankshaft floats on a thin film of oil, with both the upper and lower bearing halves experiencing something near 0.001 inch of clearance.

Next, open the throttle to maximum rpm; horsepower, and the physics of load begin to push that crank around a bit. Cylinder pressure exerts enormous downward force on the main caps, pinching the clearance on the lower bearing half as the oil is squeezed between the spinning journal and the bearing. According to Mahle-Clevite’s Bill McKnight, the loaded side oil film — the upper bear-

ing half — on a connecting rod bearing can be as thin as 0.0002 inch. With 0.002 inch of total clearance, that leaves 0.0018 inch between the lower bearing and the crank for oil flow.

This unloaded clearance allows the oil to flow freely to control oil temperature. Our favorite tribologist (oil engineer), Driven Racing Oil’s Lake Speed Jr., says that a typical performance engine’s main and rod bearings experi-

Mixed Film Lubrication - As load increases, the “hydrodynamic wedge” that separates the surfaces begins to thin. As the opposing peaks begin to make contact, friction increases.

This illustration reveals a near-microscopic look at what happens when load is applied and the crank journal and bearing come into near proximity. The peaks can overlap, causing wear. This is what lubrication engineers call mixed film lubrication. The normal visual inspection result is a scored bearing.

DragRacingScene.com 33

ence roughly 50 degrees F higher oil temp than the average sump oil temperature. So, with a sump temperature of 250 degrees, this puts the bearings at around 300 degrees F. For drag racing engines, oil temperature is not really a concern, given the very short duration of load. By tightening the clearance on a race engine, this will also require the builder to use a full competition 10W or perhaps 0W oil.

One major advantage to reduced clearances is it has the effect of spreading the load out over a wider portion of the bearing surface. This reduces the load on the bearing and improves durability. The combination of tight bearing clearances and lighter viscosity oil might produce a small horsepower improvement by reducing pumping and windage losses.

We spoke with Tom Lieb, crankshaft manufacturer and owner of Scat Enterprises. His comment was, “Tight clearances will work if everything is perfectly stable, but I don’t think it’s worth

the risk for the average guy. If we’re talking about a NASCAR engine with a very strong crankshaft and a rock-solid block that doesn’t move, then tighter clearances will work. But, with a production block where the main caps move around and a crankshaft that will deflect under load, that combination won’t survive. You could end up making a very expensive mistake.”

Lieb says there are three major parameters defining a crankshaft journal – diameter, roundness (runout), and taper. He says a poorly machined crank could offer as much as a 0.0004-inch variation in each of these dimensions.

Any one of these would probably not cause an issue. But, when there’s a tolerance stack of two or perhaps all three of these specs, that’s when problems arise. A 0.0004-inch oversized journal added to a 0.0004-inch taper, combined with 0.0004 inch of eccentricity would be troublesome if combined with tight clearances.

Another very real condition is crankshaft deflection under load. As an example, we stuffed a crank-driven, centrifugal supercharger on a 502c.i. big-block Chevy crate engine. The engine made 800-plus hp but did not survive three pulls on the dyno. The production alu-

Accurate clearances demand specialized measurement tools and consistent testing procedures.

While good micrometers tend to be accurate, we’ve seen inconsistencies with dial bore gauges. This threeinch gauge block is accurate to five millionths (0.000005 inch) at 68 degrees F.

This is a series of graphs we copied from an old Callies crankshaft catalog. Bearing clearance is listed across the bottom of each graph. These graphs reveal a direct relationship between clearance, oil flow rate (top), oil temperature (middle), and bearing load capacity (bottom), but do not specify the journal diameter. Within the test range and giving equal weight to each, it appears the ideal bearing clearance is somewhere around 0.0020 and 0.0025 inch.

34 Drag Racing Scene / Vol. 3, Issue 1

minum bearings surrounding Number Two main wiped and sabotaged the adjacent connecting rod bearings with peeled aluminum from the failed main. Had the engine been equipped with softer, high performance tri-metal bearings, the engine probably would have survived.

When we dug a little deeper into why the bearings failed, we learned that small- and big-block Chevys with the thrust flange located at the back of the crank seem to suffer from crank deflection issues that are revealed on Numbers Two and Four main bearings. The mains in these two positions revealed significant additional wear compared to the remaining bearings, which indicates either the crankshaft was deflecting or the main bearing cap was moving — or both. This combination would demand a slightly larger bearing clearance compared to the remaining main bearings.

Of course, setting main bearing clearance also assumes that all five main bearing housings are not only properly sized, but perfectly aligned as well.

Competition engines demand incredibly tight machining tolerances in order to have the luxury of tighter bearing clearances. Ensuring the mains are perfectly aligned calls for far greater preci-

sion than merely laying a straightedge across the main saddles and measuring alignment with a feeler gauge.

Crankshaft journal surface finish is another concern. These numbers are usually expressed as a roughness average, called Ra, and listed in micro-inches. This roughness is the arithmetic average of the peaks and valleys of the highly-magnified journal surface. This is usually measured with

an electronic tool called a profilometer that drags a stylus across the surface. Generic production engine surface finish specs are 14-20 micro-inch (0.000014 to 0.000020 inch). Lieb told us Scat’s goal for their best crankshafts is an Ra of 5, but that numbers approaching 8 to 9 are not uncommon.

This is a considerable area of concern because if bearing clearances are tightened on a crankshaft with a rela-

tively rough surface finish, the peaks from the rough journal can easily exceed the very thin oil clearance and contact the peaks of the bearing surface. Metal-to-metal contact is something best avoided in all circumstances.

Another consideration when dealing with tight clearances is that the loaded side of the bearing that sees that 0.0002inch oil film thickness also risks damage to the bearings from dirt and debris. A good street car filter is capable of filtering 99.9 percent of particulates 20 microns and larger. A 20 micron piece of dirt may seem insignificant, but at

Race filters like those from Fram and K&N are designed to sacrifice small particle filtering efficiency in favor of increased flow capacity. K&N says its filter will perform between 10 and 20 microns.

Mahle-Clevite and most other bearing companies offer coated bearings like the rod bearings (foreground). The dry-film coating listed at 0.0003-inch thickness, which will have a minor, but measurable effect on clearance. Coated bearings offer a layer of protection and reduced friction insurance for a race engine that many engine builders feel justifies the additional cost.

Always measure bearing clearance 90 degrees to the parting line. All engine bearings are tapered toward the parting line to allow for bearing crush, which is crucial to positioning the bearing insert in the housing bore. A bearing that falls out of its housing bore when the cap is removed (like a rod bearing that has experienced detonation) has lost its crush and should not be reused.

DragRacingScene.com 35

0.00078 inch, it’s still smaller than the loaded bearing clearance, but enough to cause abrasions in the bearing. But, that also means if a filter only has a 50 percent filtering efficiency for 10 micron trash (which is 0.00039-inch), much of this stuff will get past the filter and could be cause for concern with tight clearances.

Until recently, a typical Fram HP race filter was capable of 100 percent efficiency of 25 micron particles, but that means some portion of dirt smaller than 0.0010-inch is getting past the filter. This is not a condemnation of these filters. The idea is to build a filter that is less of a restriction of oil flow while still offering protection. Fram has introduced a new line of race filters that offer slightly better filtering efficiency while not restricting flow. The new line of HP filters claims 94 percent efficiency at 20 microns (0.00078 inch) with a new filter material that is capable of between 19 and 38 gpm, depending upon the application. As an aside, these race filters are far superior to simple mesh filters that are only good at trapping very large particles.

We also spoke to Tom Molnar of Molnar Technologies, builders of performance crankshafts, and his recommendation was also to avoid overly-tight clearances, especially on the main bearings. Molnar says his LS and Gen III hemi engine customers report that 0.003-inch main bearing clearances are suggested especially on high-rpm stroker combinations, in order to accommodate crankshaft deflection.

Molnar also made the point to acknowledge that a 0.003-inch clearance on the mains increases oil leakage, but it also ensures sufficient volume of oil reaching the rods. Conversely, reducing main bearing clearance reduces the volume of oil to the connecting rods. His generic recommendation is for maintaining the classic 0.0023- to 0.0025inch clearance for connecting rods to ensure adequate oil flow.

It’s no great revelation that any attempt toward tighter bearing clearances should be approached with the customary caution. A slight tightening of rod or main clearance of perhaps 0.0002 or 0.0003 inch per step would be the best way to evaluate any potential advantages. At least then you’ll know where the edge of the cliff is — before you fall off! DRS Sources: Driven Racing Oil, drivenracingoil.com; Fram Filters, fram.com; K&N Engineering, knfilters.com; Mahle Motorsports, mahlemotorsports.com; Molnar Technologies, molnartechnologes.com; Scat Enterprises, scatenterprises.com

36 Drag Racing Scene / Vol. 3, Issue 1

The numbers in chart above are calculated based on two different recommendations. The first column uses the traditional 0.001 inch per one inch of journal diameter. The second uses 0.0007 inch per one inch of journal diameter. The far right column is 0.0007 inch per inch, plus a safety factor of 0.0005 inch for performance and race engines.

High-performance rod bearings are marked upper and lower to properly position the chamfer. When mixing over- or under-size bearing halves, always place the thicker bearing shell in the upper position for connecting rods and in the lower half for the main bearings.

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Index Racing with Muscle Words: Todd Silvey Photos: Steve Vreatt, Carl Skillman, and featured racers

CARS

The Northeast Index Racers Association is competing on index ETs for Sportsman-level heads-up racing

I

ndex racing for doorslammers has been promoted and successful at Cecil County Dragway for more than 15 years. Bill Cohen had been a bracket racer for years, but in 2013 started looking for more racing action.

“Their bracket program was on a Sunday,” Bill says. “But once a month, they would have a Street Car Shootout on Saturdays. They would have Pro Modifieds and all of those quick cars.

They would also have participation by a lot of people in entry level cars or Sportsman classes. The one that struck me the most personally was the 11.50 index. It was very straightforward and easy to get into, and a lot of fun to drive.”

Once he got into the category, he found it to be exciting and wanted to help the program grow, thus beginning the effort towards the Northeast Index Racers Association (NEIRA). The NEIRA currently features three classes, 11.50, 10.00, and an 8.50 index where the racers compete on a heads-up basis but with an ET limit or “index”.

“I started trying to get the word out about the index racing I was doing at Cecil County Dragway, and it began to get bigger,” Bill says. “A lot of people commented that others had tried be38 Drag Racing Scene / Vol. 3, Issue 1

The NEIRA is not your typical Super Gas index-style racing. All classes mandate full-bodied street appearing cars with stock frame and back-half chassis only. Muscle-style cars must be equipped with DOT or drag radial tires, full interiors, and mufflers.

fore and it had always fizzled out. This type of racing quickly seems to have taken hold. A lot of people are excited about it. I only enjoy doing this because I love the classes. There is nothing that I get from it; it’s just other people and me trying to help out and run it.”

Though the racers began with just Cecil County Dragway, other track operators wanted to be a part of the movement and help expand the se-

ries. Currently, NEIRA races at Cecil County Dragway, Maple Grove Raceway, Atco Dragway, and Englishtown Raceway Park.

Bill started the NEIRA group on Facebook, and it has taken off from there.

“I knew the key to making it grow was communication,” Bill says. “We were able to instantly post who won an event, who was leading the points,

what the entry fee is for the next race.

Facebook is our living, breathing communications center. We do have a website too, but I am still learning how to update it, so Facebook is where it’s at right now.”

All of the series tracks are utilizing the same rules for their index racing events. They all realize the brunt of the cars can all run by the rules from Cecil and want to make it easy for those cars to come to them on their weekends.

“Some of them have wanted to tweak things here and there a little bit,” Bill says. “They can change the rules; it’s

their track. But, they also realize it’s important to be uniform.”

In addition to the 11.50 index Bill runs, they also offer the 10.00 index and the 8.50 index.

“The 11.50 and the 10.00 index cars run off of a .500 pro tree, which I love,” Bill says. “It is an adrenaline rush to run side by side and try to do exactly the same as the other car, but just a touch better. This index racing is not a super class like in NHRA where you can have throttle stops and electronics. It’s a lot more challenging and rewarding because you are able to

Alfonse Magliocco Jr. finished the 2016 season as 8.50 index track champion at Cecil County Dragway, as well as second in points at Atco Raceway. “My father raced Super Gas, so I was kind of born and raised with index racing.”

Alfonse and his team race at all four tracks as a show of support of the group. The Magliocco team races 26 weekends a year, usually about 200 passes. “For us, supporting the Northeast Index Racers Association means we have to show up. You can’t really knock something if you don’t show up.”

Dave Harvey Jr. is a second-generation racer who started with a $350 Valiant and help from his dad. “I used to race it in stock condition, going 16s when I first started. The next motor I put in went 13s, then 12s for a bunch of years. I then progressed to mid 11s, and when they changed the index class to 11.50s, that was for me.”

put on .02, .04, .05 win packages using nothing but your wits.”

Dave Harvey Jr. was the 11.50 track champion in 2016. He had a successful year in his ’68 Plymouth Valiant, winning multiple races. He started bracket racing in the early ’90s, but had been racing with his dad since he was young.

“Dad had to stop racing for a while.

When I was 19, I put a motor in my car, and with my Dad’s help, started driving the car I have today,” Dave says. “I bought the car for $350 in 1991 and used to race it in stock condition, going 16s when I first started. The next motor I put in went 13s, then 12s for a bunch of years. I then progressed to mid 11s, and when they changed the index class to 11.50s, it turned out well for me.”

He currently has a 416c.i. engine in the car with Edelbrock aluminum heads. He uses a Powerglide with 4:30 gears and can go high 10s in the quarter-mile. He slows it down for the 11.50 racing. As he increased his speed, he also added more safety equipment to the car.

“First, I added a roll bar, even though I didn’t think I would need one,” he says. “I also upgraded the suspension and added four-wheel disc brakes on it.

I added the bigger motor around that time, and the Powerglide has helped make the car so consistent.”

“I was amazed once I started running the index class,” Dave says. “I had index raced at first only because it was at my track. I didn’t know the index racers, because a lot of them weren’t

Despite the rules specifying no throttle stops or delay boxes, NEIRA racing is very tight.

DragRacingScene.com 39

regular bracket racers. I found it so surprising that within a couple of runs, they were able to go within a hundredth of the dial. It is incredible to see the talent that is out there. And, everyone has their own way to get to that number. Some just have a car that runs the numbers. You have other cars that can go faster, and they will change timing or shift points. It just amazes me all the different things that you can do and the different styles that everyone uses to accomplish this. There are a large number of excellent index racers out there.”

“I am surprised that the 10.00 class gets more competitors than the 11.50 category,” Dave adds. “You would think that the 11.50 class would be larger, as it is not that hard to make your car go that speed, but it does continue to get bigger. People do love the classes. And it’s great how everybody chips in and help out other racers to succeed.”

Dave quickly found success in the 11.50 class. He won the second annual Halloween Bash held at Atco, as well as the NHRA Summernationals at Englishtown.

“We’ve had this series for the past few years where they take the top two people from our four tracks,” Dave says. “We get to race at the Englishtown Summernationals. I’ve been fortunate enough to get to go three out of four times. I’ve won twice and runnered-up once in it. Last year, I raced my father in the final round. That was very cool. In addition to that, my son won the Street class, so it was a really special deal. We got to race in front of all of those people on Sunday in between all of the pros. It was great to come back on the return road, and everyone was cheering.”

In the 10.00 class, Lou Herfurth III was the 2016 track champion at Cecil.

He also won the first and second Halloween bash races at Atco Dragway.

“I was pretty much on board as soon as Bill started it a few years ago,” Lou says. “That’s when I was getting into index racing and wanted to support his efforts. I’ve pretty much been a career test and tuner. I did some True Street racing where they do the 30-mile cruise.

Then, I got into bracket racing. The index racing was a big attraction for me right away. It seemed more like a headsup race than a bracket race.”

Lou drives an ’82 Mustang GT with an MCRP-built 363c.i. small-block Ford and a Powerglide transmission. He’s also building a ’67 Ford Fairlane for index purposes.

“It’s all motor, no nitrous or anything like that,” Lou says. “Index racing definitely takes a commitment. In index racing, you have to change the car to make the time. I went from foot

brake racing to putting a transmission brake in the car. Other than that, I had to find a little more power to make 10.00 racing. In the heat of summer, the car wouldn’t quite run the number. So, during the winter, I had Mike go through the engine and get a little more power.”

Lou credits Bill with working hard to organize the tracks in the area to keep the rules uniform. “If you race at Englishtown and go to Maple Grove, Atco, or Cecil County, the rules are similar,” Lou says. “You don’t have to change a lot of things to make sure you fit in. And, it’s a very friendly group of people. We are all friends and talk together. NE index racers have definitely brought a lot of fun to index racing.”

Lou says he’s been fortunate when index racing to put together multiple wins. “I’ve had a lot of luck come my

In the 10.00 class, Lou Herfurth (shown with wife Sheryl) was the 2016 track champion at Cecil County Raceway. “I was pretty much on board as soon as Bill started the NEIRA a few years ago. The index racing was a big attraction for me right away. It seemed more like a headsup race than a bracket race.”

Bill Cohen, head of the NEIRA, points out, “We are getting the attention of NHRA. We have 11:50 index racers invited to come as an introductory class at two national events to show the general public how easy it is to get into racing.”

40 Drag Racing Scene / Vol. 3, Issue 1

way,” Lou says. “I still consider myself a squirrel trying to gather nuts. There is a lot of great competition in the index classes.”

Alfonse Magliocco Jr. finished the 2016 season as 8.50 index track champion at Cecil County Dragway, as well as second in points at Atco Raceway.

“Supporting the index was our primary goal when we got into it,” Alfonse says. “We wanted to represent the class and see it continue. So, it really was more for the love of the sport and just seeing how we could help in any way was how we got involved.”

Alfonse grew up in a drag racing environment and owns his own business, Fonze Performance. His first drag vehicle was an 8.50 index car. “My father raced Super Gas, so I was kind of born and raised with index racing,” he says. “We are an engine building facility, and we build all sorts of drag cars. I started out more into boats, but then got into drag racing. I decided

to jump into an index car right off the bat.” They currently campaign a ’93 Mustang with stock suspension and 9-inch Strange rear end. Alfonse built the 451c.i. small-block, fuel-injected Ford on nitrous.

“It has proven to be an excellent combination,” Alfonse says. “We are sponsored by Strange. My partner, Steve Poserina of K&S Chassis, is actually the owner. It is nice because we have all of our worlds covered. I do all of the engine side, and he does all of the chassis side.

“To win consistently, you have to be able to repeat the index number over and over again,” Alfonse says. “So, it takes a good maintenance program and my crew chief, Dave Godfrey, is great with the data logging and predictions. To strive to improve the program is based on consistency, and that is all about maintenance.”

Unlike many of the other participants in the NEIRA who race at only

“This was my 2nd season in the 8.50 index class, great class with alot of well-built cars, tough competition, and good sportsmanship between racers.” Mike Kost has stated.

one or two of the tracks, Alfonse and his team race at all four tracks as a show of support of the group. “We race every weekend,” Alfonse says. “Our theory is that to support a program, you have to show up at the races. We race 26 weekends a year, usually about 200 passes.

For us, supporting the Northeast Index Racers Association means we have to show up. You can’t really argue about something or knock something if you don’t show up.”

“I sincerely feel that NEIRA is the working man’s group, and that’s what I like about it,” Alfonse says. “No matter what happens, whether it’s the slower or the faster class, we are all the common bonds. We are all equal and friends, as if in a big family. I always look forward to seeing the people we haven’t seen all winter. That makes racing with them so much fun.”

Bill wants to continue to grow the group and encourages anyone who wants to stick their toe in the water with them to come out to the races. “Don’t be intimidated; it’s simple, and it’s fun,” Bill says. “I know a lot of people who bracket race, and it is no quicker than Sportsman to index race with the group. People get good at it when they practice at it. I have helped racers iron out their details when they are doing a build of an index car, just to show them how simple and economical it is to put one together.”

“I am confident it will continue to grow,” Lou says. “The car turnouts seem to be increasing, and this is a less expensive way to do this kind of racing. It’s more of a street car or door car feel of the events, and I think that is helping to move it forward.”

“I think people are beginning to realize it is more of a true-bred street style of car racing,” Alfonse says. “I appreciate Street Outlaws for giving more coverage to drag racing. One of the coolest classes to jump into is an index program. You have NHRA, but if someone doesn’t want to get involved with a delay box, you can jump in with a car and run an index program.”

All of the racers we spoke to give Bill a lot of credit for the hard work he has put into organizing the association and keeping it moving forward. “I like what Bill has done with it,” Dave says. “He has gotten it much more exposure, and people are talking about index racing.

I think that is what is helping to build it.

Bill Cohen is doing a great job of promoting the index classes.” DRS For even more info and photos, search “NEIRA” at DragRacingScene.com.

DragRacingScene.com 41

RACE RELIABILITY OPTIONS FOR THE AGING

0 0 4 O B R U T

Consider some of the new enhancements that maximize Turbo 400 reliability and performance

K

Words: Todd Silvey

nown as one of the sturdiest OEMbased trannies of the drag racing age, even the toughest begin to show their age after time. The fact is Turbo 400 components are approaching the ripe age of 50 years old. From a metallurgical standpoint, that advanced age ­­­— combined with years of racing use — can be a ticking time bomb of stress inside of your trans.

Because your T400, or any other transmission for that matter, is getting you down the ‘strip doesn’t mean worn components are providing you with proper repeatability today or possible failure on the horizon.

There is no set itinerary to follow when it comes to “rebuild after xxx passes.” The basic rule is the more power you make and/or the more load you push, the closer attention needs to be paid to your transmission fluid and filter condition.

“As long as your fluid keeps coming up clean and your filter isn’t show-

Whether you are a do-it-yourselfer or rely on a racing trans specialist to go through your T400, ATI offers solid overhaul kits for many application levels. When it comes to all-out racing, ATI is happy to work with you on very specific components for your racing combination.

42 Drag Racing Scene / Vol. 3, Issue 1

ing signs of debris, there’s probably no need to touch it,” David Caine from ATI Performance tells us.

“If the clutches are going, you’re either going to know via the shift quality or from the color and smell of the fluid.”

Racers utilizing a data recorder comparing engine versus driveshaft RPM tend to be right on the money when its comes to transmission woes.

It is still good practice to make a very close inspection of internal components on a common sense interval for cracks, scarred surfaces, or other signs of wear.

Most racers would not fathom to ignore the inspection of bearings and rings in their high-horse racing engine. The same common sense approach should be applied to the racing transmission.

You be the judge. Getting in there and refreshing the wearable clutches and related hardware is a big bonus.

An ATI technician combines their aluminum Super Pump to the forward drum and input shaft on the workbench for fitment.

This is not exactly how the internals are assembled; they are grouped together and bench tested with compressed air for proper clutch movement and general clearances.

As assembly begins with an ATI cast aluminum T400 SuperCase, special gauges are used to check endplay as the components are added. Endplay is gauged differently if the case and components utilize roller bearings. If you have bearings, it will be a much tighter endplay. if you have thrust washers, you need more endplay.

Square one for your shopping list should be a solid overhaul kit. These kits typically come packaged as a starting point to replace all of the consumables, such as gaskets and seals, when performing a rebuild. Some companies have a “one kit fits all” product line when it comes to a rebuild kit.

ATI Performance, on the other hand, offers multiple levels of rebuild packages engineered with varying components to match your exact street or performance application. Their high-quality stock overhaul kits include the necessary gaskets, seals, and hardware for the street/strip, all-out racing, or even RV applications.

When it comes to rebuilding kits for the hardcore racing transmission, ATI will supply you with components on an individual basis, depending on your application.

“There are far too many different possibilities for a racing trans,” Dave says. “We need to address horsepower, weight, gearing, and boost applications, to name just a few variables, to put together a distinct kit of components for a proficient transmission builder. We will set up a package containing the same quality parts that are used by ATI technicians when performing a transmission freshen-up at their own shop.

Technicians on our order lines will help racers choose proper clutches, frictions, steels, and bands for their application. Also in racing applications, the basic rebuild kits come with chrome sealing rings, but anything for high horsepower applications will get a Teflon ring option.”

The third option from ATI is their Compu-Pro Race kit. These

Small details like thicker walls in the extension housing area and a roller bearing outfit the new ATI Supercase with far greater features than the aging OEM T400 case.

kits provide the components for a new T400 transmission “fresh build” application and are packaged with a complete ATI manual valve body. Another upgrade available with the click of the computer mouse is the T400 Filter Relocation Kit. This kit relocates a high flow Mopar filter to pick up fluid at the rear of the transmission pan, by means of an ATI-engineered relocation tube.

With the basics of our rebuild in place, we now focus our attention on some of the new advanced components that significantly im-

The popular ATI Performance Super Pump for the Turbo 400 transmission replaces the stock/rebuilt cast-iron pump. Not only can this pump handle more power than the stock unit, but it also significantly increases line pressure with great efficiency.

DragRacingScene.com 43

ATI Performance has engineered their SuperCase for both Powerglide and Turbo 400 transmissions. With the separate bellhousing design, you can order different bellhousings that adapt to Ford, Mopar, and Toyota engines.

For extreme applications, specialized Browell steel cans can bolt to the ATI Supercase.

prove upon many existing OEM pieces of the Turbo 400 trans. We may be highlighting the T-400 in this article, but several of these racing goodies are also readily available for many other transmissions.

One of ATI’s most attention-grabbing components is the Super Pump for T400 transmissions. This unit replaces the stock/rebuilt cast-iron transmission pump typically still in use. ATI started with a new permanent-mold aluminum casting. Its three-piece design features a heat-treated, alloy-steel stator tube that

improves fluid routing compared to the pressed-in OEM or aftermarket tubes.

This eliminates the twisted or broken stator support tubes that result from using the modified original equipment pump. Inside the re-engineered pump are micro-finished coated gears and exclusive hardened steel wear plates.

The new Super Pump is a lightweight 12 pounds, much lighter than the OEM iron pump that weighs in at 17 pounds.

The T400 can feature a six- or eightbolt pattern from General Motors that mounts the pump to the case. There are two steel halves that make up the pump,

A bench full of ultra-strong Turbo internals includes (LtoR) the ATI Vasco input shaft and forward drum, an aluminum severe duty direct drum, an ATI Tailhousing with roller bearing, the T400 center support assembled with the reaction carrier and output carrier, and the ATI billet aluminum pump. These assemblies show the Teflon ring seals exclusively used in racing applications.

44 Drag Racing Scene / Vol. 3, Issue 1

High-stress components like the T400 output shaft need a quality update from OEM components. This new ATI 300M output shaft is precision machined from high-quality materials and features extended bearing surfaces and a gun drilled shaft.

with a stator tube pressed into one half.

Six of the eight bolt holes are universally machined into the new ATI Super Pump, while two optional holes are left spotted for easy addition, if needed for your application. The gear side will mate with all current steel stator halves. The Super Pump can utilize the OEM pressure regulator, or an ATI adjustable pressure regulator is an option. Two pump options are available: one to accommodate the stock diameter input shaft, and another for the larger 1 3/16-inch input shaft.

Speaking of the T400 input shaft,

ATI’s super strong input shafts have been re-engineered with a 1 1/4-inch diameter spline into the forward drum, eliminating a failure point in OEM internals.

These are the aging “small parts” that can ruin your racing trans. You can now find new and stronger versions of these hard-to-find small parts from ATI for your next T400 transmission build.

These new parts will save you from having to reuse or search for these commonly worn parts.

upgrading some of the most abused components within your T400 is an exercise that cites an ounce of prevention, compared to a pound of destruction. ATI’s “Big” input shafts are 1 3/16 inches thick at the converter side and 1 ¼ inches where they press into one of two new lightweight ATI forward drums. The shafts are available in both 300M & Vasco materials. Forward drums are available in aluminum or an all-new lightweight billet steel design.

These lightweight units offer less rotating weight and can accept up to nine forward clutches.

Upgrade options from ATI Performance can also provide durability on the output side of the T400. Their new heavy-duty 300M output shafts offer an extended bearing surface and are gun-drilled to save rotating weight.

There is no speedometer provision, as the shaft has been increased in size for added strength and is intended for high-horsepower applications (2,500+) or when moderate horsepower (1,500+) is used in heavy vehicles (over 3,600 lbs).

A basic rule of thumb is that every pound of rotating weight removed from a transmission’s rotating assembly is equal to approximately 8 hp.

Considering your Pro-Modified or Outlaw Street entry is producing anywhere from 1,500 to 4,000 hp, combined with low rear end gear ratios, do you really want to trust a 50-year-old output shaft in this situation? These input and output shaft options are durable, affordable, and easily installed. ATI output shafts are available in several popular lengths: the standard T400 length

that is used in the common 4-inch tail housings; a slightly shorter version for use when making a T400 identical to a Power Glide; two shorter versions for 4x4 use with no tail housing; as well as two specific lengths for use in the 4L85E. Simple components like a park actuator rod or shift shaft can be difficult to find in exceptional condition.

New versions of these parts will save you from having to search or re-use these commonly worn out parts in your racing transmission.

All of these ATI replacement parts are exact or better than original equipment. There are eight key replacement pieces available for the T400, in-

The new cast aluminum T400 SuperCase is the result of more than two years of design and development. It offers such features as improved fluid pathways to assure better performance.

cluding the park pawl, pawl pin and clip, modulator plug clamp, rooster comb, park actuator rod, park pawl guide plate, detent spring with roller, and the shift shaft kit. Racers may consider these components to play a minute role in the grand scheme of your racing trans, but flexible and/or worn parts can result in major transmission failure during shifts. DRS Source: ATI Performance Products Inc., atiracing.com

Racers are always pushing their horsepower upward. Combine that with the number of racing transmissions based on OEM cases and internal components, and you need to ask yourself if your 50-year-old hardware is capable of continuing life in a dragstrip environment. Just like new- and purposebuilt engine blocks and cylinder heads, maybe it’s time to look at some new transmission hardware.

DragRacingScene.com 45

GALLOPING ACROSS THE

COUNTRYSIDE

Words: Michael Galimi Photos: Courtesy of NMRA

NMRA wraps up its 17th season as the ultimate street and strip playground for Mustangs and Fords NMRA offers five index-style categories. In Super Stang, which Chad Wendell competes in (pictured), the racers select a fixed index for Sunday’s eliminations that cannot be changed.

A

s trends come and go in the aftermarket, the Mustang drag racing sport is alive and well, as evidenced by the six-race NMRA Keystone Drag Racing Series. It is a Ford-only destination event series with a focus on Mustangs, which are overwhelmingly represented by the 1979 to 2017 models. Founded in 1998, the NMRA series humbly hit the track in 1999 with three stand-alone events. Fast-forward through recessions and the ever-changing marketplace, and the series operates six events that stretch from Florida all the way north to Illinois, and everywhere in between.

The top of the heap are the VP Racing Fuels Street Outlaw race cars that feature the most cutting-edge smallblock Ford engines and racers who

attempt to get down the track on the 275/60/R15 racing radial tires. Following those brutal machines are the more conventional-style Edelbrock Renegade race cars, which still produce mid-7second times and 180 mph speeds on the quarter-mile. And, of course, there are the ProCharger Coyote Modifieds cracking the high-7s with Ford’s latest high-tech power plant. Mixed in with those three headlining categories are a few naturally aspirated heads-up classes, an assortment of index-based eliminators, and several specialty shootouts run at select events.

The street car market is well-represented with the QA1 True Street class that often cracks the 100-car barrier at most events. The test of street worthiness is a 30-mile cruise followed imme-

A full-time technical staff keeps check on the safety and class-specific rules for more than 500 race cars at each stop on the six-race tour. Here is the Tech Director, Lonnie Grim, checking the displacement on a Factory Stocker.

2016 NMRA KEYSTONE CHAMPIONS

VP Racing Fuels Street Outlaw Phil Hines Edelbrock Renegade Aaron Bates ProCharger Coyote Modified Joe Guertin G-Force Racing Trans Pure Street Teddy Weaver Race Pages Coyote Stock Drew Lyons American Headers Factory Stock James Meredith Flex-a-lite Open Comp Dennis Corn Exedy Clutch Modular Muscle Donnie Bowles Detroit Locker Truck & Lightning Randy Conway Roush Performance Super Stang Marvin Knack Race Pages Ford Muscle Joe Guertin dropped the first 7-second hit in Coyote Modified with his ProCharger setup. He ended up earning the season title and running as quick as 7.80 at 175 mph.

Danny Towe

DragRacingScene.com 47

diately by three consecutive runs down the drag strip. The three runs are averaged together and ranked – the catch is that once the car leaves for the cruise, the racer cannot add fuel or lift the hood. NMRA officials give out awards and trophies for the best average in each time zone (9s through 15s) and crown an overall winner and runner-up.

The times are quick, with several 8-second players, but the class is still home to even 15-second cars and trucks.

The schedule is book-ended by Nitto Tire Spring Break Shootout as the opener (one of the largest Mustang parties of the year), and the season-ending Nitto Tire NMRA All-Ford World Finals – the largest Ford race in the world with more than 1,000 vehicles entered in racing and the car show. Here are the highlights from one of the wildest seasons in NMRA history. DRS

Roush engineer and manager Dennis Corn captured the Open Comp title while rowing the gears of a five-speed transmission! He is only the second person in NMRA history to win the category’s championship while using a manual transmission.

Nine-time Street Outlaw champion John Urist debuted one of the most advanced race cars to hit the NMRA scene. The 2015 Mustang GT was purpose-built and features a single turbocharged Coyote 5.0 engine that has run 4.50s out of the box.

NMRA is a family affair, as shown here with Street Outlaw racer Manny Buginga showing his son how to adjust the stator in a bolt-together torque converter. Buginga won the prestigious Sportsman of the Year award in 2016.

Randy Conway became the first NMRA Index racer to score a championship in two different categories. He is a three-time Open Comp champion and added the Truck & Lightning title to his resumé while driving Bruce Lampton’s Ranger.

48 Drag Racing Scene / Vol. 3, Issue 1

The Coyote Stock class features sealed Coyote 5.0 crate engines from Ford Performance where you earn $5,000 or more per win. To win requires exceptional chassis preparation, tuning, and driving skills.

The Street Outlaw class saw mid-4-second times, in the eighth-mile such as three-time NMCA champion Joel Greathouse in the Johnston family coupe during the NMRA/ NMCA All-Star Nationals.

For the BIG and BAD

Words: Cindy Bullion

RHS’ BBC manifold optimized for fuel-injected beasts

W

hile there’s no shortage of big-block Chevy intake manifolds on the market today, when it comes to finding one compatible with electronic fuel injection and able to provide enough airflow for monster engines 540c.i. or larger, pickings are slim. In fact, Racing Head Service’s new offering pretty much stands alone.

Best known for its all-aluminum LS race block and cylinder heads, RHS has expanded its lineup with a 24-degree aluminum big-block Chevy intake manifold designed with power in mind.

“This is for engines that are either big or bad,” says head engineer Billy Godbold, explaining the manifold works best in engines pushing past 540 cubes or 650 hp. “It’s a great choice for drag racing and marine applications.”

While available in both 4500 Dominator-style carb and EFI versions, the latter is where RHS stands alone. RHS

teamed up with sister brand Fuel Air Spark Technology to optimize the new intake manifold for use with fuel-injection. Injector bungs are drilled at an angle to point directly at the valve stem, eliminating fuel pooling where the manifold and cylinder head join.

“With a traditional modification of a carbureted manifold casting to accept fuel injectors, the injectors point in the worst possible place, the dead area at the floor of the port near the turn-down to the valve,” Godbold says.

“With the RHS manifold, we looked at all the best carbureted manifolds and increased the plenum volume as much as possible at this height, and then optimized the runner cross sections and geometry for maximum flow. Finally, the injectors were positioned more like modern OEM-style port fuel injection manifolds to aim in the direction of flow to be carried towards the valve.”

The EFI-optimized big-block Chevy intake manifold also features ports for integral sensors to improve function, fitment, and packaging. Earlier manifolds forced the engine builder to either drill and tap the manifold for the MAP and other sensors, or choose a smaller throttle body with those provisions. The RHS design has everything done. Simply install the EFI sensors and be running in minutes.

To further differentiate the manifold (both EFI and carb versions) from competitor versions, RHS lowered the distributor hole. This eliminates the need for a slip collar distributor when the manifold is used on a tall-deck block and allows the use of a standard big-block Chevy distributor.

Each version is also engineered to port-match RHS big-block Chevy cylinder heads, though they are usable with other rectangular-port cylinder heads. Additional features include

Angled fuel injector bungs, increased plenum volume, and larger, more tapered runners are among the features offered in RHS’ new 24-degree BBC Intake Manifold, which was designed for engines pushing past 540 cubes or 650 hp.

50 Drag Racing Scene / Vol. 3, Issue 1

auxiliary water ports, an integral water crossover, water line ports at all four corners, and dual-sided distributor bolt-downs for ease of access in any application.

Godbold adds the RHS’s large volume, single-plane design with larger, more tapered runners provides the immense airflow required by today’s 540c.i. and larger engines that simply cannot be supported with the smaller cross sections and longer runners of a divided dual plane manifold.

“Think about trying to drink a thick milkshake with a coffee straw,” he offers to illustrate the potential for airflow restriction with a poorly designed intake manifold. “That milkshake just doesn’t want to move. You have to get a bigger straw!”

The risk of installing a dual-plane intake manifold on a “big or bad” engine, says Godbold, is that the air entering the manifold is funneled into only one side, where each runner is longer than in a single-plane manifold. This means at high rpm, when a valve’s opening and closing time is reduced, the pressure wave may not be returning to the valve exactly as it opens. Being able to utilize shorter runners — with no restrictions to whatever cylinder is drawing air — enables more precise wave tuning and increases breathability.

RHS’s single-plane manifold design also allows for greater plenum volume.

More room for air in a monster power plant that demands tons of it is a no-brainer.

“On a smaller engine with a short stroke and less rotational inertia, a dual plane with longer runners is needed for low end torque, idle stability, and responsiveness,” Godbold explains. “However, once you get to the larger engines, they want to make much more low-end torque and response than can be effectively used.

Hence, the main challenge is to provide enough port flow and time to fill these large cylinders above 4,500 rpm.

Having the amazing power capacity a large big-block Chevy can offer, and then corking it up with insufficient airflow so it can only operate efficiently at low rpm is a common, yet demoralizing occurrence because it is difficult to feed these beasts enough air.”

Considering an aftermarket intake manifold is typically one of the first bolt-on upgrades made to increase engine performance, we think big-block Chevy engine builders should be excited about RHS’s latest product. DRS Source: Racing Head Service, racingheadservice.com

The EFI-optimized version includes injector bungs angled directly to the valve stem, to prevent fuel pooling where the manifold and cylinder head join. Ports for integral sensors also mean no drilling is necessary.

A single-plane design combined with increased height allows for the RHS big-block Chevy intake manifold to have shorter, larger, and more tapered runners when compared to competitor versions. That means sufficient airflow in high rpm applications and more power as a result.

52  Drag Racing Scene / Vol. 3, Issue 1

Bethany Crick remembered seeing her perfect drag car go down the track when she was just 6 years old

Words: Laurie Silvey Photos: Todd Silvey

W

hen Bethany Crick of Madisonville, Kentucky set her mind to her ultimate race car, the opportunity to revamp that very car turned her dream into a reality.

“I’ve always wanted an exceptionally fast drag car,” she says. “My dad Mike, being a Mopar guy, made my selections pretty small as a choice for cars that were in race-ready status and are four-second [1/8 mile] capable. I saw this very car go down the racetrack since I was very young, and since then have always loved a clean-looking ’68’69 Roadrunner.”

When she started thinking of cars she could check into, the Roadrunner quickly came back into her mind. “I called the previous owner and asked if he would be interested in selling,” she remembers. “After making him an offer and him accepting, I had to come up with some way to pay for it. The solution was to sell my daily driver, a 2012 Mitsubishi Eclipse, and ride to work with my dad for six months until I could afford another regular car.”

As things often are, when they went to pick up the 1968 Roadrunner, seeing it from the buyer’s perspective versus just inspecting someone else’s race car, it wasn’t exactly how Bethany remembered it. “As soon as it was loaded and we got in the truck, I told Dad ‘this thing is going straight to Freddie’s,’” she says. “I took it to Freddie Horn Race Cars the very next day to have an updat-

Bethany and dad Mike Crick build their own engines together and put together a 655c.i. wedge that puts Bethany in the 4.50 ET zone at their area 1/8-mile tracks. Her Roadrunner has been awarded Best Appearing Car at many notable events.

DragRacingScene.com 53

ed funny car cage put in that was necessary to compete in Top Sportsman, and to upgrade the interior.”

It didn’t take long for Bethany to hear back from Freddie that there were issues. “Even though the car previously went 4.50s, the chassis was not up to par,” she says. “My family and I work hard to go racing, so we want every car to look nice and meet the safety expectations, as well as being fast.”

Freddie went to work and discarded everything on the car except the body, building the car from scratch. The whole task took around eight months total, working on it in his two car garage when he could. “Freddie touched every piece and part on the car with his own hands,” Bethany says. “He has a skill that not many possess, and it shows in his finished product. Freddie is the most humble man you will meet, but there’s no discounting his work. He is very precise with every task on the car, big or small.”

The Roadrunner now has a stateof-the-art funny car cage with struts, Tinnin front suspension, and 4-link suspension with coil-over shocks. The fiberglass front end, doors, deck lid, and bumper have been freshened, and it has an airbrushed black vinyl top with overall paint work added by R&R Auto Body in Cleveland, Ohio. Weld V-Series front runners and Delta-1 deadlock rear wheels are all on Hoosier drag tires.

Freddie installed an all carbon fiber interior and added the Racepak data recorder and gauges.

Mike and Bethany build their own engines and specifically for the Roadrunner, they put together a 655c.i. power plant with two gas dominators. There is an Abruzzi Powerglide transmission and converter and an aluminum Inland Empire driveshaft.

Strange four-wheel disc brakes provide stopping power.

Bethany loves driving the car in Top Sportsman competition all around their region. The Roadrunner has definitely turned heads at multiple events. She was honored to receive the Best Appearing Car at the Lucas Oil Division 3 event in Bowling Green, Kentucky, where it made its debut in August 2015. She also received Best Appearing Car at the 25K Showdown in Memphis in April 2016.

Not many young adults that read Drag Racing Scene magazine would trade in their daily driver for a 655c.i.-powered Roadrunner and then subsequently raise the car to this high level of quality, but then that is why we like to feature such exceptional gear heads. DRS 54 Drag Racing Scene / Vol. 3, Issue 1

Carbon fiber and black anodized aluminum is used extensively throughout the Roadrunner. Bethany says, “My family and I work hard to go racing, so we want every car to look nice.”

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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.

For even more new products, head to

DragRacingScene.com

Doubly Durable

Lunati, Dual Valve Spring Kit for LS Engines Engine builders can now safely extend RPM and boost performance capabilities of normally aspirated or power-added LS engines with extreme usage valve spring, retainer, locator, valve lock and valve stem seal kits from Lunati. The LS Dual Valve Spring Kit features precision-wound, heat-set, Signature Series Dual Valve Springs for required seat and open load pressure, plus total spring travel to accommodate cams with aggressive gross valve lifts of up to .660-inch. Valve springs are tension matched, and all supplied components come ready to install. Also included are CNC-machined, 4140 chromoly steel retainers; precision-fit locators to prevent abrasion with LS aluminum cylinder heads; precision-machined steel alloy 7-degree valve locks for superior valve stem holding reliability; and Viton synthetic rubber, steel-reinforced valve stem seals. lunatipower.com 662.892.1500 56 Drag Racing Scene / Vol. 3, Issue 1

Engineered for durability E3 Spark Plugs, DiamondFIRE HEI Distributor HEI distributors are often the distributor of choice in many sportsman divisions of racing in this country. E3’s DiamondFIRE HEI Distributor features a CNC machined 6061-T6 billet aluminum housing that undergoes a special hot-forging process that eliminates weak spots and porosity. A proprietary surface treatment rounds out the manufacturing process increasing durability and extending the longevity of the DiamondFIRE HEI Distributor. E3 engineers have spent the last two years designing and testing the new DiamondFIRE HEI distributor with one goal in mind – to bring you the best in performance that you’ve come to expect from the originators of the patented DiamondFIRE Technology. e3sparkplugs.com 904.567.5994

Drum’s best friend WM Performance, Billet Drum Buddy The Drum Buddy is engineered to be a socket style attachment for use with a 3/8- or 1/2-inch drive ratchet.

The socket’s primary design intent is to assist with tightening, and loosening of fuel, oil, and traction compound drum caps and bungs throughout the racing industry. The Billet Drum Buddy offers a precisionmachined profile to fit a drum cap more accurately than other tools made of a rough casting. This fitment decreases the probability of damaging the drum cap. facebook.com/wm-performance 270.556.3890

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Not skimping on safety Impact Racing, 1320 Series Helmets Safety is no place to skimp, but now you can have all the features that make Impact helmets so popular at a price that fits the budget of any racer. That is what the 1320 series of helmets are all about.

Manufactured from their exclusive “Intelligent Gray Matter” (a variable-density, single-piece inner liner) and upholstered in fire-retardant soft-knit Nomex, the 1320 line offers many of the features and benefits that have made their helmets a “must have” safety item for racers in all forms of motorsports. The SNELL SA2015 Certified 1320 begins as a custom handcrafted fiberglass shell manufactured to Impact’s exacting standards and provide racers with an affordable Made in the USA helmet without compromising safety or quality. ximpactusa.com 317.852.3067

Lose weight fast QA1, Mustang K-Members Made in the USA, these Mustang K-members are fabricated from high-quality American-made HSLA steel and offer a significant 50% weight reduction over stock. While a factory K-member weighs anywhere from 50 to 55 pounds, the entire QA1 K-member weighs 25 pounds, making it one of the lightest on the market.

Ideal for street performance, autocrossing, pro touring or drag racing, the K-members maintain optimum anti-dive geometry and minimize bump steer issues on Mustangs with a lowered stance, but can also provide stability on Mustangs that still want to maintain a factory ride height. Stainless steel rack relocation inserts also allow you to select your rack height, giving you one-inch of adjustment to customize steering geometry and tune bump steer characteristics. Because they retain the factory wheel base, these K-members easily bolt on to factory components without any wheel or tire fitment changes. They also provide increased header clearance to allow for changes in exhaust and require the use of coil-over kits. qa1.net 800.721.7761 58 Drag Racing Scene / Vol. 3, Issue 1

Protect your metal

Driven Racing Oil, Conventional 80W90 GL4 Gear Oil This petroleum formula is designed to work with the “yellow” metals like brass, bronze, and copper used in manual transmissions and transaxles. The 80W-90 blend uses high-viscosity index mineral base stocks and special additives.

It is designed to provide excellent performance in applications that call for 80W-90 GL-4 gear oil. “Yellow” metals are often used in synchronizers and bushings. drivenracingoil.com 866.611.1820

Quiet and efficient Fuelab, High-Efficiency Twin Screw Fuel Pump Introducing the Fuelab 47403 H/E Twin Screw Fuel Pump. Capable of supporting 1250-plus horsepower, and utilizing a twin screw rotor design, this new fuel pump has higher efficiency while using less current draw and making less noise. It also has greater resistance to cavitation (vapor lock) and superior priming capabilities. Being that its motor is brushless, there are no brushes to wear out or corrode! It doesn’t matter if you’re running gasoline, diesel, methanol, or ethanol, this pump has you covered, as it’s compatible with them all.

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This pump means business and is sure to have your fueling needs handled, whatever you’re driving. fuelab.com 618.334.3300

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Lubed-up lifters Crane Cams, Ultra-Pro Solid Roller Lifters With EDM Oiling These lifters from Crane Cams utilize EDM (electro-discharge machining) to ensure the bearing assembly receives a constant flow of pressurized oil via a precision hole aimed at the needle bearings. The needle bearings are precision-sorted by size to distribute load evenly and prevent wear or failure.

A tool steel axle prolongs the life of the roller assembly, while a removable link bar provides utility and safety. The lifters are available in both .842- and .904-inch diameters. cranecams.com 866.388.5120

Lower is better Classic Instruments, Full-Sweep Stock Eliminator Temperature Gauge Classic Instruments now offers a full-sweep stock eliminator temperature gauge; available in both the 2 1/8- and 2 5/8-inch sizes across all 7 performance series. This latest addition to the lineup is in response to race team requests and the previous unavailability of this instrument within the performance industry. Classic Instruments listened to the needs, and its research and development team responded with the Stock Eliminator Temperature Gauge.

The new instrument includes all of the great features offered on their other fullsweep instruments such as the rugged air-core movement, analog .5–4.5VDC output for data logging systems, the programmable LED lighting, built-in warning light, a connection for an external warning light, and push button calibration. Additionally the gauge comes complete with a custom stainless steel temperature probe and 10-foot. wiring harness, a 1/8-inch NPT brass ferrule, and the necessary installation hardware. The range of operation is 40 to 220-degrees F. classicinstruments.com 800.575.0461

Lobes aplenty COMP Cams, 2017 Master Lobe Profile Catalog & Custom Billet Cam Service The absolute leader in valve train technology has released its latest master lobe profile catalog featuring a complete listing of its lobe offerings. The new 176-page lobe catalog from COMP Cams is packed full of lobe profile selections covering applications ranging from stock upgrades to hardcore racing. The easy-to-use table of contents is broken down by cam type, followed by cam series.

The catalog also includes a core listing, each lobe available, and a master lobe index. In all, there are nearly 150 pages featuring thousands of individual lobe listings. COMP also offers the most common high-end treatments and special processes for billet camshafts including: nitriding, micro-polishing, profiling, and much more. A complete custom camshaft can be ground to your specific needs as well. compcams.com 800.999.0853

60 Drag Racing Scene / Vol. 3, Issue 1

Keep your feet cool Heatshield Products, HP Floor Shield Keep the heat out of your passenger cabin, trunk, and other areas of your street car, race car, or boat with the HP Floor Shield thermal-barrier mat from Heatshield Products.

Available in ½-inch and ¼-inch thickness, the HP Floor Shield is a general-purpose thermal-barrier mat designed to shield interior spaces from excessive ambient heat and the damage caused by that heat exposure. HP Floor Shield will prevent the heat generated from dual exhaust pipes running underneath the floorpans and firewall from getting inside a vehicle. In the case of race vehicles with bare metal floors and firewalls, the HP Floor Shield will prevent you from getting the wrong kind of hot foot while you’re driving in a race!

HP Floor Shield is capable of withstanding 1,100 degrees F of continuous ambient heat, 2,000 degrees F of intermittent ambient heat and 500 degrees F of direct-contact heat. It features a heavy-duty aluminized cloth outer shell, and a specially formulated glass insulator and high-temp silicon inner pad for flexibility, making installation a breeze – even when dealing with the different contours and shapes of a floorpan or firewall.

Installation is easy, thanks to the built-in brass grommets, which attach with screws or rivets. To avoid drilling, such as the floor and trunk, you can simply lay the HP Floor Shield in place on the panels. It comes in precut sheets, but can also be ordered in custom sizes. Made in the U.S.A. heatshieldproducts.com 844.723.2665

Performance & Consistency Win Races Only TCI® Offers Track Proven Performance, Advanced Product Design & Serious Drag Racer Support.

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Snake harness FAST, XFI 2.0/XIM Super Cobra Jet Engine Wiring Harness This new high-quality wiring harness from FAST is designed specifically for the needs of Ford Super Cobra Jet drag cars utilizing a FAST XFI 2.0 electronic fuel injection system and XIM ignition module. This comprehensive, custom-fit engine wiring harness is designed to integrate with the factory vehicle harness, switch panel, and other components of Cobra Jet engines.

This is the same system used by top NHRA and NMCA Stock Eliminator and Super Stock racers. The wiring harness offers several mounting options for the ECU and ignition module. It also features heavy-duty heat- and abrasion-resistant sheathing with heat-shrink-sealed ends on the underhood portion. There is double EMI shielding on critical harness leads, plus durable braided nylon sheathing on the under-dash portion of the harness. It is compatible with Ford’s 5.4 Modular and 5.0 Coyote engines, either naturally aspirated or supercharged. No cutting or trimming is required. fuelairspark.com 877.334.8355

Mini haulers COMP Cams, Thumpr Auto Hauler Collectibles A new production of retro 1:64 scale die-cast auto haulers from M2 Machines celebrates the COMP Cams Thumpr Cam line of cams known for delivering big muscle car sound with unmatched streetable performance.

Each of the highly detailed collectibles include a tractor-trailer and vehicle featuring the iconic Thumpr Cam branding, as well as a display base and acrylic case. Designed with all car lovers in mind, they are available in Dodge, Chevrolet, and Ford versions as follows: 1957 Dodge COE and 1969 Plymouth Road Runner HEMI, 1958 Chevrolet Spartan LCF and 1967 Chevrolet Nova SS, 1970 Ford C-950 and 1965 Ford Econoline van.

A limited-edition case version of the Ford offering is also available and features a red trailer and red-tinted chrome wheels, fuel tanks, and bumpers. Only 750 of this version are being released worldwide, while M2 Machines produced 5,880 each of the standard collectible versions. compcams.com 800.999.0853

62 Drag Racing Scene / Vol. 3, Issue 1

In and out Earl’s, Billet Remote Oil Filter Mount Holley Performance Products is pleased to announce all-new Billet Remote Oil Filter Mounts from Earl’s. These remote mounts make it a snap to relocate your oil filter to any easy-to-reach location under the hood.

Constructed of billet 6061-T6 aluminum and anodized black, they feature dual -10 AN O-ring port inlet and outlets – two on each side – for endless routing options. One of the extra ports can be used to attach a mechanical oil temperature gauge.

They’re compatible with Fram’s popular PH8A and HP1 oil filters and come complete with a 1/8-inch NPT plug, two -10AN O-Ring port plugs, and an oil filter stud. Earl’s recommends installation of this component using Grade 8 fasteners (not included). holley.com 270.782.2900

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NHRA’s Jeff Strickland hits it big with two titles Words: Cindy Bullion Photos: Chris Simmons

I

f Jeff Strickland was at the blackjack table, be assured he would split a pair every time; that’s just his way.

The second-generation drag racer has been competing in two classes since before he joined the NHRA, and his gamble paid off big with two championships in 2016 — Stock Eliminator and Top Dragster.

“The feeling of winning both is something I can’t put into words,” Strickland says.

Strickland first claimed the NHRA Top Dragster title with a run of 6.452 @ 200.68 mph at the Division 7 Lucas Oil Series race at the Las Vegas Motor Speedway. It was his third win of the season in the Sticker Punk dragster and came in the fourth round against closest rival Matt Driskell, thanks in part to a .007 light.

He clinched the Stock Eliminator title for GMPartsNow.com two weeks later in round three at the Auto Club NHRA Finals in Pomona. Strickland drove his factory-built COPO Camaro to 137.99 mph for an ET of 9.39 ver64 Drag Racing Scene / Vol. 3, Issue 1

sus Brad Burton, who was in line for his third championship if he could defeat Strickland and reach the semi-finals.

“Knowing the possibilities was very stressful,” Strickland says of his mindset heading into the Las Vegas event.

“When the time came [for Top Dragster], I just kept telling myself it’s one run for the rest of your life. Thank God it went my way, or else I would’ve been way more stressed the following week in Pomona. I can’t deny that I had trouble sleeping for the entire three-week trip out west though!”

His nervousness was warranted, as only one other person had ever secured two NHRA championship titles in one season. Scotty Richardson accomplished the feat in 1994 in the Super Comp and Super Gas classes.

Strickland says, championship contention aside, racing in two classes can itself be stressful at times.

“But it also keeps you busy,” he adds.

“I also like to have two chances at each race. Sometimes it helps, because you may be doing bad in a certain car and the other is doing good. That helps to keep your confidence up.”

There have been times Strickland admits to thinking, “This is a bad idea.”

“When you’re in a rush and the dragster starts spitting out parts is a bad time,” he says. “Especially if they are calling the COPO to the lanes and the dragster is still in the race and needs parts.”

I enjoy the smiles from my family when I tell them ‘we won.

You can’t put a price on that feeling.

The difference in experience between the two rides makes it worthwhile, though.

“Both cars have their positives, neither have a negative, in my opinion,” Strickland says. “The COPO is fast, does wheelies, and is full manual as far as launch rpm, shifting, etc. The dragster is the biggest adrenaline rush I’ve ever had. It is fast, dangerous, and there’s no telling what’s going to happen when it leaves the starting line…sometimes.

Racing is built on speed and adrenaline, and the dragster has both.”

Strickland’s first dose of racing adrenaline came as a toddler. Son of drag racing legend Don Strickland, he was speeding around on a three-wheeler at age 3.

He had hit the track by age 6, competing with adults in the motorcycle class.

“From there, I was put into our ’67 Chevy II at the ripe age of 13,” he says.

“I admit, I was scared for a long time.

The speed felt like I was out of control. I was only going 6.60s in ET to the 1/8thmile at roughly 100 mph. Fast forward to today, and we’re going 6.30s to the 1/4- mile at over 220 mph.”

Times change. What drives Strickland doesn’t — family.

“I enjoy the smiles from my family when I tell them ‘we won,’” Strickland says. “You can’t put a price on that feeling. It doesn’t stop there though. I also enjoy the people in our racing family when you can see they are proud ‘with’ me when we win. I think the feeling of

those two things drive me to be better every single day I get the chance to race.”

Having his wife and children present at the NHRA Gatornationals in March 2016 made his season-opening double win in Top Dragster and Stock Eliminator extra special. His Stock Eliminator victory at the Thunder Valley Nationals last June also ranks among his favorite, partly due to his sister’s attendance.

“My sister hadn’t been to a race in probably 10 years, and she was there for that win,” he says. “Bristol is a special place because of the Don Young storyline there in 1985. A lot of people don’t know that I used to ride with him to and from some of the races to keep him company when I was a kid, as him, [David] Rampy, and my dad used to travel a lot together. To win in Bristol is always a special feeling to me.”

While an end goal, winning is not all that matters to Strickland. He has a desire to learn and is a problem-solver at heart.

“One winter, I wanted to learn to play a song on the piano.” Strickland says. “So, I didn’t quit until I learned that song. This winter, the Rubix cube has been my nemesis. I have finally solved it and now am onto something else to work on.”

Certainly the 2017 Lucas Oil Series is on the list.

“My goals are to continue to have fun, never grow up, and, oh yeah, we have room for more trophies!” he says. DRS

TOWING TO THE TRACK, THE LEGALITY ISSUES I t seems over and over again, the discussion about racers’ towing trailers and CDL licenses rears its head on the internet. A racer will get pulled over on his/her way to an event, and the topics start popping up on the forums. A couple of years ago, an article was published in DRS magazine by then-editor John DiBartolomeo, noting that the answers were “clear as mud.” Things haven’t changed much yet, but there has been work in Washington, D.C., to try to clear up the confusion.

Once again this year at the Performance Racing Industry Trade Show, the Motorsports Parts Manufacturers Council hosted a roundtable discussion concerning the Department of Transportation laws and how it affects motosports.

The panel of speakers included Trevor Tester of Royal Purple, Matt Graves of American Powertrain, Kyle Fickler from Aeromotive, Stuart Gosswein, SEMA Legislative Affairs, along with magazine journalist John DiBartolomeo. The purpose of this annual roundtable is to bring more awareness to the issues and try to answer some of the questions.

“We have compiled a list of the issues that keep popping up and tried to provide resources to you, so that you can take advantage of those and explain the 66 Drag Racing Scene / Vol. 3, Issue 1

REVISITED

laws and regulations,” Tester says. “The resources point out red flags that might get you noticed by the authorities. The resource has been available for about a year now, and we now hear fewer complaints. I think that’s more [because] the support is out there than the problems slowing down.”

Depending on the state you’re driving in, laws vary widely on trailer and vehicle regulations. There is little to no consistency among the 50 states, and that is something SEMA focuses on changing.

“For example, there are still states out there that mandate nothing wider than a

Kyle Fickler said, “For example, there are still states out there that mandate nothing wider than a 96-inch wide trailer. I happen to be old enough that I have a 96-inch wide trailer, but I don’t think there has been anything built for a car carrier other than 102 inch in many years.”

Words & Photos: Todd Silvey

Experts weigh-in with the laws and enforcement problems for racers’ rigs (big and small) on the highways 96-inch wide trailer,” Fickler says. “I happen to be old enough that I have a 96inch wide trailer, but I don’t think there has been anything built for a car carrier other than 102 inch in many years.

When you look through the state by state regs, I believe there are even states that mandate nothing wider than 42 feet maximums on the trailer sides. One area where we can have an impact is developing consistency on those things.”

The day of simple signage on the door of your rig does not deter law enforcement anymore.

If they see decals or lettering indicating a racing team name or sponsorship, they have been trained to consider that a business.

SEMA is trying to gather input from racers and the industry on how model legislations might appear. When they find success in one state, they can then take that to other regions and try not to have such a patchwork of regulations across the country.

SEMA knows some issues are not going to be impacted by their efforts.

“There are some issues, like CDL licenses, that we may not have much impact on,” Fickler says. “Our objective is to get out in front of it enough to clean it up before it gets too out of hand.”

Commercial purpose is one area that is relatively straightforward across the country. If you are a NHRA racer or dirt racer, you’re most likely racing for money. Add signage on the side of your trailer and no DOT number, and you could be pulled over and end up with a citation. Most weekend racers do not think of themselves as a business operation, but it can be difficult to prove that your activities are not commercial.

The resource handed out at the roundtable discussion noted the Federal Motor Carrier Safety Administration (FMCSA) does provide a very specific guideline regarding exemption from the requirement to obtain a DOT number: 1) Prize money must be declared as ordinary income for tax purposes; 2) The cost of the underlying activities (racing for that prize money) must not be deducted as a business expense for

tax purposes, and 3) corporate sponsorship cannot be involved.

Obviously, you probably won’t have your tax return with you when the nice officer pulls you over. He’s going to look at your truck and trailer to make his determination. If you have your trailer lettered with a business-type name such as “Racer Joe Racing,” he’ll look at that with suspicion. If you have corporate decals or vinyl all over the race vehicle, or if the track down the road has been advertising a large purse, you may very likely end up with a citation – and you’ll have to go to court to prove you’re not a commercial venture.

As time has passed, the traffic stops have been moving down the line from the commercial driver (the racer who makes money) to the true hobbyists, such as jeep guys going to jamborees where they don’t compete for money.

It is often suggested that having a CDL license could save you from receiving a ticket. Many times, a law enforcement officer will skim over the other issues if you have your CDL. During the past few years, more racers have obtained their commercial license, which is not overly difficult to get. The cost varies from state to state, but in every situation the process includes a written test and then a road test. Additionally, drivers are required to obtain a medical card renewable every two years.

DragRacingScene.com 67

The SEMA Motorsports Parts Manufacturers Council presented a roundtable discussion at the 2016 Performance Racing Industry Trade Show. Many experienced speakers like (LtoR) Trevor Tester of Royal Purple, Matt Graves of American Powertrain, Kyle Fickler from Aeromotive, Stuart Gosswein, SEMA Legislative Affairs, along with magazine Editor John DiBartolomeo presented their thoughts on the latest involving this ever-changing topic.

If you’re pulled over in your truck and trailer and don’t have a CDL, you could be put out of service and forced to park your vehicle until someone with a CDL comes to drive you to where you’re going.

“We had just bought a 40-foot gooseneck and a dually and went two years without being busted,” DiBartolomeo says. “One year on my way to the SEMA show, in Shamrock, Texas, $5,800 later, we finally got to the show after we got our truck out of the impound. After that, I got a CDL, got our DOT number, and took care of all of that. I’ve been pulled over multiple times since then, and as long as you know what you’re doing and your truck and trailer are pretty safe, you’re probably going to get let go. If you have bald tires and lights out all over your trailer, it’s going to cause problems.”

“One year, I was a day after my registration had expired and had to go to an event,” Tester says. “I went through the scales in Lexington, and they pulled me around back. They knew my tags were out of date; they knew I had a low tire on the trailer before I even walked in the office. The officer looked at my logbook and told me I was not going to make it to Indianapolis that day. I replied I would go to the hotel and would have the updated tags by the next morning. I told him which hotel I was staying at in Lexington and by the time I got to the Hampton Inn, there was a state trooper waiting for me. If you don’t throw a fit, if you’re polite, nice to them, 90 percent of the time, they’ll work with you to get you where you’re going.”

The question of stopping at the weigh stations is also a gray area. Most 68 Drag Racing Scene / Vol. 3, Issue 1

racers drive on past them, and in most states, they get away with that action.

“Yes, you’re supposed to stop at them,” DiBartolomeo says. “I don’t stop at them.

It also depends on the state, and it depends on the officer. I have been pulled over many times, and if I’m nice and polite, I usually drive away without any tickets. There was one time that a cop got pushy with me and I pushed back. It ended with impound and a $5,800 fine.”

The roundtable brought out questions about every possible combination of towing vehicle and trailer. Every situation is going to be subject to the state you’re driving in, the officer who pulls you over, and attitude.

“The answer lies in your own state,” Gosswein says. “Some states really crack down. Others are easier and have less stringent laws. SEMA gets asked all of the time if we are trying to come up with model legislation and if it’s possible, would it be federal or state. Regarding trying to get a statute or regulation in place, it’s a challenge.”

The roundtable discussion ended with a notice SEMA is looking for real

world input from racers. “We are gathering information for me to take back to Washington,” Gosswein says. “SEMA will then articulate what the issues are, write whitepapers, go into lawmakers’ offices and make a pitch. We’re working to convince them to introduce legislation and shepherd it along to get other lawmakers on board.”

“We need to identify the problems specifically and then determine how to work to get the laws changed,” Fickler says. “From the attendance at the roundtable, it’s obvious that racers need to be mildly worried about it, but don’t lose sleep over it. Will it get changed or fixed? Maybe not in our lifetime, but we’re trying to educate the public on what we go through and what we need.”

To read the information that SEMA has put together, go to www.semasan. com and click on resources. DRS Go to the Xceleration Media channel on YouTube and watch videos from the SEMA/MPMC roundtable discussion on DOT laws and motorsports.

Many racers think these ever changing highway laws only pertain to the big rigs. Even some sponsor graphics on your trailer door can give law enforcement the reason to deem you a business and scrutinize your operation to fall under commercial regulations.

FIGHT UNFAIR AUTOMOTIVE LAWS ENLIST TODAY: SEMASAN.COM

O

MELTDOWN DRAGS

Words: Todd Silvey Photos: Dan Ricks and the Meltdown Drags Association

Nostalgia racing is one thing, but this event steps you back in time

Nick Shervino shows off the underside of his ‘60s era ‘57 gasser abiding by the rules of No late model or billet wheels; NO modern engines, blowers, nitrous, billet valve covers, turbos, and white lettering on slicks. All nostalgia fun in the purest form.

70 Drag Racing Scene / Vol. 3, Issue 1

ne may be just a little taken aback when first looking at the flyers, posters, and website for the Meltdown Drags held annually at Byron Dragway in Rockford, Illinois.

The list of criteria of what is NOT allowed on an entered race car is longer than the list of what is. These rules hold the hard line on the promoters’ main mantra, “Cars must look like vehicles at a drag strip in 1966 or earlier.” In very clear-cut detail, NO racing wheels or other billet wheels that came out in 1969 or later; NO modern engines, blowers, nitrous, billet valve covers, turbos, and white lettering on slicks. This may seem extreme, but to the purest of nostalgia fan, this event is like walking back into 1966.

This purity is exactly what the Meltdown Drags group of officers, headed up by Eric Koopmeiners, Paul Zielsdorf, Jeff Koopmeiners, Steve Liberto, Tom Bucek, Smokey Moe Petersen, and Art Zangerle, had in mind when the group started the Meltdown Drags Association (MDA). During the past 12 years, the MDA has grown from four friends putting on an event with 30 cars to a dedicated association of 25 members and helpers who host an event packed with 550 entrants and boasting more than 12,300 spectators this past summer.

“The Meltdown Drags came out of a need to do something with our cars that we couldn’t do anywhere else,” Paul Zielsdorf says. “It was a struggle for us since we all had old stuff and we didn’t fit in anywhere. We would show or race, and no one would understand what we were doing or appreciate what we had.

So, it’s just a small group who were just trying to have fun, and it just kind of went crazy.”

Dave Pelissier comes down from Canada annually for the Meltdown Drags with his wild drop axle 1962 International Scout. The 406c.i. small-block Chevy powered truck runs in the 9s and is a crowd favorite.

“The reason we are so limiting on the rules is that we all have old cars that are more of a period car,” Zielsdorf says.

“My Topolino, built in ’64 and last raced in ’73, is probably the most period-correct example of an entirely unmodified, not repainted or reworked race car. The chassis is the original one built for it in ’64, and it has the original ’64 tires on it. We like old original stuff. It’s beyond nostalgia, because in everybody’s mind, a ’89 Camaro is nostalgia. It’s hard for people to put their brains around it and for us to educate the masses.”

When they first started out, it was about 30 entries, and they were sharing the track with a Pontiac Club and a Snowmobile Club. The group needed to grow to warrant its own weekend.

“We got going and had some momentum and then all of a sudden the people started coming,” Zielsdorf says. “It

For a great photo extra, search “Meltdown Drags” at DragRacingScene.com.

DragRacingScene.com 71

was the third year of the event when we got (Byron Dragway track owner) BJ Vangsness’ ear. We had his attention, and he said, ‘Wow! I never thought turning away cars would lead to this.’

It goes against everything he has ever done, turning people away at the gate and telling them they can’t race. The third year he gave us a closed track. The fourth year, it poured down rain, and there was still a huge line of cars waiting to get into the place. He was amazed, and that was the turning point for us.”

Once the race was established and word started to spread about the event, the spectators commenced to packing the Meltdown Drags. “Every year there are more and more people,” Zielsdorf says. “In 2015, BJ commented that he had never seen the field filled up with spectators to this level. In the middle of the afternoon on Saturday, it was full, and we had to scramble to put cars wherever we could. It was incredible.

And this year, we filled that lot up and more. It was a record attendance for the track, with over 12,300 people and 557 cars on site from 42 states. We put up a world map in the pits for everybody to show where they came from. We had Australia, Scotland, Hawaii, Canada, and all these crazy places. It is almost surreal that they are traveling this far.”

Dan Ricks attended the race for the past couple of years as a drag racing photographer and loves the event.

“I was blown away by it, especially this year,” he says. “I’ve never seen so many straight-axled cars at one track, ever. I

So, how many drag events do you know with their own line of beer?

72 Drag Racing Scene / Vol. 3, Issue 1

Racers from across the U.S. and Canada mark their location on the Meltdown Drags wall board.

Paul Zielsdorf tells us, “Spectators on the other hand, come from every U.S. state, Australia, Scotland, and Hawaii. It is almost surreal that they are traveling this far.”

The quality and quantity of spectators come from near and far to fill the stands to near capacity.

think it is the best vintage nostalgia race in the country. I mean, there is no nitro, but there are cars from all over the country and Canada. They usually have some celebrities on hand, and I mean it is fabulous.”

It is more than just a race; it’s a happening for the fans. “This year was the first time I’ve made it over to the hot rod car show, and they had just as many cars there as they have race cars,” Ricks says. “The swap meet was huge. I was just really impressed with the overall affair.”

The car show is a little less strict, with ’72 and earlier cars allowed. “It’s just a rolling walk through car show with no awards or judging,” Zielsdorf says.

“There were over 600 cars entered. And, the swap meet is growing every year.”

In addition to the cars, the guys enjoy the contests. “They have the back-up girls, and they have a pinup girl contest, which is usually a fun time,” Dan says.

NOSTALGIA EXTRA

The Split Personalities of Carl Root Carl Root wanted to do something different, so he built this 1963 Chevy II, and is having a blast racing it at events such as the Meltdown Drags. Now, Carl has another race car he is better known for: another ‘63 Chevy II that is a state-of-the-art Super Gas racer, which he consistently campaigns on the NHRA trail.

He has won numerous events and about every best appearing and engineered award achievable.

Hitting it hard with the regimen of 9.90 competition is one thing, but having an “alter ego” hot rod has completed something for him inside. “The gasser stuff seemed to be getting more and more popular,” he says. “This is similar to the car that I had in high school. That was my race car that I crashed and don’t have anymore. I decided to take this car and make it similar to my high school car, but with the straight axle under it.”

The car was a bare shell when he started, sitting in an old body shop in the corner. “It had not one stitch of interior or windows,” Root says. “It was hollowed out, and that’s how I found it.

Brian Bell at DZ Rods was my builder; he is great. It has 36-inch ladder bars that go all the way up under the front seat. It has a nine-inch Ford rear end with Moser stuff in it, and it has Hurst street legal cheater slicks on it.”

The engine is a 355c.i. small-block Chevy with aluminum heads, 10.5:1 pistons, and a tunnel ram.

While Root was working on the car, he was at a cookout with longtime friend and fellow Super Gas racer, Larry Bernshausen.

Root remembers. “I told him I was building the car and that I needed a tunnel ram and carburetors. Back when they ran a Vega, they had a small-block and tunnel ram and still had it up in the attic. He climbed up there during the cookout and handed it down through the attic door and said, ‘here you go.’”

The transmission is a modified Chevrolet M22 4-speed built

by Jodie’s Transmission. “He says he takes the ‘rock crusher’ gears, splines it, and puts nickel gear in first and second,” Root says. “Then, he puts wire synchros in it and blueprints the whole thing. He takes a Long brand shifter and adapts it to the tranny.

I don’t think I can ever break it or the Ram clutch and aluminum flywheel.”

Carl Root, the Gasser Competitor

The Meltdown Drags is pretty much the pinnacle event for a car like this one. “My wife and I went to the Byron event last year and watched. My car was almost ready, and this gave me the bug to get it completed.” Root says. “I hadn’t manually shifted a race car since the early ’80s. Letting go of the button on a Super Gas car is very different than letting the clutch out. It came back and spun the tires through fourth gear. High 12s was the best I could get out of the thing, and it was barking the tires in fourth gear.”

But, he had fun with the car. “I had the best time,” Root says.

“When I first arrived at this race, the Meltdown Drags guys introduced themselves and asked me where I wanted to park. They took me down on a golf cart and parked me. Later, they came back and asked me what I thought of their deal. I told them it was fun. It was just plain fun.”

Carl Root, the NHRA Super Gas Champion

DragRacingScene.com 73

“The pinup contest is fantastic,” Zielsdorf adds. “The word was it is the best one people had ever seen. It is very clean and family-oriented, just a laid-back fun thing. The pinup girl competition winner gets a photo shoot, and there are prizes donated for it. It was originally added as a filler for downtime and track prep and for track workers to take a break, and is now a cornerstone of the event.”

The racers also enjoy receiving a great goodie bag. “We have the best goodie bag in the world for a car event.

It is stuffed full of magazines, stickers, coupons, and anything you can imagine. They get a t-shirt too. It’s all to give back to the racer. We get a lot of items donated to us, and we also buy some stuff to give away. This year, we had a crate motor to give away that was donated. There is so much stuff that everyone goes home with something.”

“If you want to go see the best vintage car race around, if you want to see what it was like back in the day, this is the race to go to,” Ricks says. “You will see just about everything there, from four-cylinder dragsters and roadsters to alcohol-burning cars to cars that just look like they used to look back in the old days. It’s a great race to photograph, and I think it is a really cool event.” DRS

74 Drag Racing Scene / Vol. 3, Issue 1

DragRacingScene.com 75

ATTENTION TO Words: Todd Silvey

CHASSIS DETAIL

C

hassis maintenance is a yearround task on today’s race cars.

Taking it easy during the off-season and just letting a car sit in the trailer will leave a lot of racers behind the curve at the beginning of the next year.

These cars see a lot of stress through the year, and the off-season is the perfect time to make sure they are ready to race safely.

We visited Larry Jeffers Race Cars (LJRC) to get the lowdown on many points of a well-built race car and what it takes to keep it in that form. The shop is a constant flurry of hardcore craftsmen building and rebuilding hardcore hot rods for the dragstrip, but their parts sales are also a notable section of the business that keeps their customers supplied with individual race car pieces and parts.

Your largest single piece of hardware to thoroughly go over is your chassis. The chassis is your major starting point when it comes to inspection.

Constructed of either mild steel or 4130 Chromoly tubing, these can wear over time and need to be checked.

Tearing the car down to its bare chassis is a perfect way to begin your off-season maintenance. Each and every tubing joint and weld should be carefully inspected for signs of fatigue, such as paint chipping or movement.

Cracks are the most visible sign of wear, but even placing a straight edge on long runs of straight tubing, such as the main frame rails, can be an indicator that flex is affecting more than just the welded joints in your overall chassis. Tubing that shows signs of bends can be an indication the joints may be flexing.

Race cars that have a combination of OEM frames with added roll cages or “back-half” rear suspension also need 76 Drag Racing Scene / Vol. 3, Issue 1

The typical rod end consists of the body, bearing race, and ball sections. Each needs to be periodically removed from your race car and moved around to all extreme angles looking for any binding. This is also the time to give each bearing a thorough cleaning to keep dirt from wearing away at the fit between the ball and the race.

Rod ends come in countless shapes, sizes and material.

Popular ends are made of 4130 steel and mild steel. There are heavy duty ends that have a thicker case surrounding the ball.

A solid rod end is always used around the extreme application of ladder bar and 4-link rear suspension.

The “harder” the steel, the more brittle the rod end can be. Small cracks are your tell-tale sign of wear.

Good chassis shops like LJRC have a large inventory of specialized replacement hardware at the ready to be shipped to you. You might be surprised to learn from their staff about better hardware that is stronger and live longer than components you are replacing.

A keen eye is needed to pay close attention to your chassis if it is a combination of race car suspension, cage, and OEM frame rails. You have different forces going on between the varying sections of your chassis.

Two key components to inspect, or even improve on with your steering related rod ends. Misalignment bushings are designed to increase the angle and permit the rod end to swivel through a much wider arc to providing you with a more motion. Mandated by most sanctions, these heavy-machined washers prevent the housing from becoming separated from the bolt and ball.

particular attention when it comes to major chassis inspection. The points where the two sections meet can be a high-stress area. A factory front subframe can transfer the shock to the other parts of your cage and racing chassis at an increased rate.

Powder coating is often an enemy when it comes to chassis inspection.

The thick and pliable layer can hide an obvious crack. If you view some problem areas, it may be wise to remove the coating in critical weld areas to make sure problems do not exist. Savvy racers will use a small screwdriver to gently prod their powder coating at the point of welded joints. The coating may not chip like paint, but it can separate from the metal, which you can pick up on with a little poking around.

Conversely, a painted chassis can actually be your friend in some cases. If you find chipped paint directly around welded joints, it can be a telltale sign of cracks and flex.

The front end of the car also takes quite a bit of abuse. The motor plate and mid-plate should be looked at carefully since, with a large amount of power, these areas take a lot of stress. Inspect the bolts, as well. These can show signs of fatigue, such as cracks, so check them for anything out of the ordinary.

You may be competing all summer with thousands of horespower or maybe a few hundred. No matter the power level, your chassis needs to be scrutinized just as much as the big power hot rods.

Extreme power may cause extreme shock and flex, but simply racing lap after lap at a local bracket track can put wear on a chassis and small components as well.

DragRacingScene.com 77

Elongated mounting holes are an obvious indicator the chassis is moving around the drivetrain.

Another indicator of excessive chassis flex can be found with a close look at sheet metal panels that are fastened

by DZUS fasteners or rivets. If you see rivets breaking or the mounting holes elongated, the chassis is moving within fastened points of your flat panels.

A 4-link or ladder-bar rear suspension is another high-stress area on a chassis. The brackets take most of the load as your car launches and accelerates. Checking the top of these brackets and the main frame parts should be very carefully done. The parts get very dirty, so make sure to clean the areas very well for best inspection.

Front struts and tubular A-arms are an equally important suspension check as the rear suspension. Struts need to have maintenance performed over time; they can take a fair amount of abuse going down the track. In the shock area, check the oil seals at the top for leakage. If you see too much oil collecting around that area, the struts are definitely due for an overhaul. If they have been installed on the car for a while, the hydraulics should be checked.

A shock dyno test will tell you not only if your front or rear shocks are operating correctly, but is a wise move on the performance side as well. Finally, after the struts, check out the rod ends, links, and bolts to make sure they are tight and not damaged.

Just like the front shocks, there should be no oil around the rear shock shafts. They should be tightly mounted, and the races should not bind.

Next, check out the car’s steering assembly. Parts to focus on here are the rack, u-joints, steering shaft, and steering wheel. Check the rack to make sure it is still tightly bolted and there is no deflection while moving the steering when the car is on the ground with full weight on the tires. Also ensure the steering rack still moves cleanly in both directions. The u-joints should also have no play and be tight without any stress.

Any caked material around the rack seals can be a sign of leaking rack lubricant that attracts dirt. The steering u-joints can loosen up over time, so check their bolts, nuts, and each knuckle. The steering wheel should have virtually zero play in it. It is a two-person job to move the wheel and inspect each connection from the steering wheel to the outer rod ends, but this is a wise investment in time.

Specifically, check each and every rod end on the car for wear. From your 78 Drag Racing Scene / Vol. 3, Issue 1

Continue your steering inspection with your rack-and-pinion steering unit and the steering shaft back to the steering wheel. With your car’s full weight on the ground, invest in two people to perform this task. One person moves the wheel back and forth while the second inspects each steering joint along with the input and output of each side of the rack.

It’s great to check out the chassis welds during the construction stages, but after paint or powder coating along with a few races or a season of wear, making close-up inspections of your welded joint can be an involved effort. Racers need to pay exceptional attention to a powder coated chassis. The coating is heavy and flexible enough to hide cracks under the coating.

Ladder-bar adjusters take a beating right along with the rod ends. One good way to check for damage is to run a fresh new nut through the entire length of the threads. Any binding is a good indicator of worn threads or even the slightest bend in the rod end. A good straight edge can be used over all components looking for deformities.

Careful inspection of shocks and struts can fend off everything from launch oddities to all out failure. Look carefully for any leaks around the seals on a very regular basis. Removing the shock from the spring and testing the motion in and out is a good starting diagnosis of an impending overhaul.

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

4-link to the throttle shaft ends, remove and check the mounting threads and bolt holes. Remember, the clean and smooth motion of the rod end ball can ward off failure.

The 4-link takes a lot of punishment from all the power put through the drivetrain pass after pass. Checking the solid rod ends in the 4-link bars is crucial. What you are looking for is any play in the race (bolt hole) of the rod end. If you experience play in each 4-link bar as you rotate the bar, like you are setting the preload, there is typically damage in the race. Again, checking every thread on the rod end for damage is crucial.

Also test the free motion anti-roll bar, the shocks, and the wishbone for any binding. Completely threading a brand new nut over your rod end threads, or any threaded component, is an easy way to look for thread damage. An investment in new lock nuts for all of your rod ends is a wise move during an annual inspection. Aside from the drivetrain, your race car is the sum of hundreds of individual components, each one with important or even critical roles. DRS Source: Larry Jeffers Race Cars, larryjeffersracecars.com

For even more info and pics, search “Larry Jeffers Race Cars"at DragRacingScene.com

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A SUMMER OF THE PDRA 2016 SEASON IN REVIEW Words: Lisa Collier Photos: Gary Rowe

T

he 2016 PDRA season provided the best professional eighth-mile drag racing in the world. The third season showed the PDRA firmly establishing itself in the world of motorsports. Any doubts about the young organization’s staying power were solidly put to rest. The series had better dealings with Mother Nature in this third go-round, and the dividends paid off on track and in the stands.

No doubt, the highlight of the season was Dragstock XIII at the beautifully overhauled GALOT Motorsports Park. Despite intense North Carolina heat, the stands were packed throughout the weekend for incredible side-byside racing. The air was electric as fans stood to their feet round after round.

The 2016 season was also one that held a few new surprises. The PDRA welcomed high-profile match races at the latter end of the season. At Dragstock XIII, Street Outlaws star Kye Kelley and “The Shocker” took on Chris Tuten in “DaRula.” Frankie “Madman” Taylor lined up his Pro Extreme machine against Jonnie Lindberg’s Alcohol Funny Car. Fans can expect to see more of this in 2017.

80 Drag Racing Scene / Vol. 3, Issue 1

After nine events crisscrossing the eastern half of the U.S., nine drivers would stand as the 2016 PDRA World Champions. The PDRA World Finals gave racers their last chance to vie for the championships at hand. The event held even greater weight due to the fact the previous race at Bradenton Motorsports Park had to be postponed and run at the World Finals at Virginia Motorsports Park. This meant two races worth of points were accumulated in one weekend, and a lot was at stake for the top points sitters.

In Pro Extreme, Brandon Snider of Atmore, Alabama, hoped to claim his first PX Championship. He had certainly looked the part all year. Right off the bat, he reset the PX ET record. His 3.486

pass was unsurpassed all year long and still stands as the current record. He also managed to make it to the finals more times than not this season. It wasn’t until the World Finals, however, that Snider was able to solidify the championship, realizing one of his life’s biggest dreams.

“The last race in Virginia, we had to win the first round to seal the championship,” the former Army National Guardsman said. “That was probably my happiest moment all year. If we had gone out that round, Jason could have potentially overtaken the championship. But once we won first round, I knew we had it won.”

Unfortunately for Snider, he ended the year looking for funding to defend his championship in 2017, as his sin-

Brandon Snider – PDRA Pro Extreme World Champion

gle-year deal with Q80 came to a close.

“I cannot fund it out of my own pocket. I’ve got to have major help. We’d like to come back and defend our title, but without additional sponsorship, we won’t be able to. The team is on board and in place to do it; it’s just that extra help we’ve got to have.”

Pro Nitrous provided an enthralling battle in 2016. With off-track talk never ending and on-track performance closer than ever, Pro Nitrous delivered some of the most exciting runs in motorsports.

After finishing second for the first two seasons of the PDRA, Tommy Franklin came out with a renewed determination.

Jay Cox driving “Orange Pumpkin” led the points for much of the year, with Franklin sitting in his familiar number two spot. But when do-or-die time came, Franklin turned up the heat.

Franklin and Cox were neck-andneck in points going into the final race of the year. Both qualified well at the PDRA World Finals and worked their way through the rounds. As fate would have it, the two met in the semi-finals.

With just a handful of points separating Cox and Franklin, whoever won that round would be the World Champion.

Franklin was clearly up for the task.

He took a slight starting line advantage and never looked back. Cox ran into trouble, slowing to a 5.761, while Frank-

Tommy Franklin – PDRA Pro Nitrous World Champion Jason Scruggs – PDRA Pro Extreme Runner-Up

Fan rival pairings like Todd Moyer in his twin-turbocharged 2015 Camaro and Kenny Ferguson with a superchargedHemi Corvette make PDRA Pro Boost competition popular.

DragRacingScene.com 81

lin powered to an impressive 3.699. In just under four seconds, the championship was determined and Franklin would wear the number two no more.

Pro Boost was a decidedly different story from Pro Nitrous, albeit with an excitement all its own. GALOT Motorsports driver Kevin Rivenbark came out swinging, winning the first three events of the season. He went on to win the final three events of the year as well, while teammate John Strickland wrapped up the three middle events to make it a clean sweep for the GALOT Motorsports camp this year. With his wins and a new national record to his credit, Rivenbark led the points early and never looked back.

Rivenbark beat his teammate in the semi-finals of the Sunshine State Shootout to seal the deal for his first world championship. Rivenbark capped off his championship in much the same manner he began the season – winning the event – and once again resetting the ET record, twice.

The record now stands at 3.711.

Pro Extreme Motorcycle has been effectively dominated by Eric McKinney for years now. The 2016 season looked to be the one to end his reign, but amazingly, McKinney pulled out his fifth championship in a row. Chris Garner-Jones took over McKinney’s familiar number one place in points early in the season and stayed there for much of the year.

Going into the final race, McKinney was still over two rounds behind Garner-Jones. “We drew it out on a piece of paper before the last race and said, ‘We have to do this to win the championship’,” McKinney added. “After the makeup race in Bradenton, we were 206 points behind Chris. He had to go out first round, and I had to win the race.”

And that’s exactly what happened.

Garner-Jones made an uncharacteristic first round exit and McKinney went on to win the event, resetting the PXM ET record in the process — twice. Thanks to McKinney’s final round effort, the record now stands at a 3.986.

“This is by far the most satisfying season we’ve had,” McKinney said. “It was a struggle being down; you feel like you just lost your touch. But to come back in that way, at the last race was very rewarding.”

The 2016 season saw the PDRA welcome back Extreme Pro Stock for a limited five-race schedule. The quickest and fastest naturally aspirated cars in the world didn’t skip a beat with PDRA fans and gave new life to the class.

With wins early in the season, New Yorker John Pluchino and Richard Penland of North Carolina set themselves apart as championship contenders.

82 Drag Racing Scene / Vol. 3, Issue 1

They each continued a strong push, with Penland going to two additional finals to take the points lead over Pluchino, who had scored a runner-up finish himself. By the World Finals, Pluchino and Penland had pulled away from the rest of the field.

“Going into this last race in Virginia, we were 203 points behind Richard Penland,” Pluchino storied. “The only way we could win the championship was to qualify number one and go two rounds further than Richard. We were skeptical. That would be a pretty tough thing to do. Friday night, when we qualified number one, I said to my son, ‘We’ve actually got a shot at this.’ But we still had to go two rounds past Richard. We

won the first round, and Richard won the first round. Second round, we had to run Richard and we beat him. That meant we had to get to the final to win the championship.”

Fortunately for Pluchino, his number one qualifying spot earned him a bye run in the semi-finals and once he staged, he was officially the 2016 Extreme Pro Stock World Champion.

“God willing, somehow or other we did it,” Pluchino said humbly. “It was a pretty awesome feat for us. We got lucky this year – real lucky.”

The PDRA sportsman ranks did not disappoint in 2016, either. After the traumatic events of the Spring Nationals in April, in which Ronnie “The King”

Kevin Rivenbark – PDRA Pro Boost World Champion

Dan Ferguson – PDRA Top Sportsman World Champion John Strickland – PDRA Pro Boost Runner Up

Justin Kirk – PDRA Top Dragster World Champion

Edward Wilson – PDRA Pro Nitrous

Mark Caruso – PDRA Pro Boost

Davis lost his life in an on-track accident, the remainder of the TS season served as a tribute to him. Fittingly, his friend and mentee, Dan Ferguson, won his second World Championship in three years and did so in Davis’ memory.

Ferguson led the points for an astounding 20 out of the 25 events held by the PDRA in the past three seasons.

“Everything was still going wrong,” is how Justin Kirk described the start of his 2016 Top Dragster season. Early exits marked the first half of the year for the third generation racer. He and car owners Randy and Cathy Kelly fought their dragster all season, until the Kellys made a daring decision to switch cars and motors mid-season. After that, Kirk began to dominate the competition – winning his first-ever national event, then following that up with another win, and a semi-final finish – all en route to being crowned the PDRA 2016 Lucas Oil Top Dragster World Champion.

One of the highlights of Kirk’s 2016 season was winning Dragstock XIII alongside his father, former Pro Stock Champion Doug Kirk.

In Pro Junior Dragster, Kendal Little achieved an incredible overall win/ loss record of 23 wins out of the possible 32 rounds of competition at the races he attended.

“I definitely had a lot of breathing room,” the college freshman said. “I felt very confident in the weekend going my way and clinching the championship early. Luckily, that’s the way it happened.”

It was a different story in Top Junior Dragster, where the points battle was much closer. The TJD Championship came down to the final race. Arellyn Garner-Jones had won back-to-back races leading up to the World Finals and was putting the pressure on points leader Mia Schultz. Still, Schultz had the lead and, thus, the advantage. A first-round exit for Garner-Jones at the World Finals put all doubts to rest. Schultz’s hard work and dedication had paid off.

Neither Schultz nor Little will be able to defend their titles, as both aged out of their respective categories. Little will be in a full-size dragster this season, and Schultz will continue her feats in Pro Junior Dragster.

The PDRA 2017 season will host eight events up and down the east coast and stretching into Oklahoma and Indiana, with a highly anticipated stop at Lucas Oil Raceway – home of the “Big Go.” The PDRA’s motto of “By racers, for racers” is something the staff and owners continue to hold tightly, and what will keep the series moving forward in 2017 and beyond. DRS DragRacingScene.com 83

TOP TRANS PREPS FOR A NEW SEASON

TOP 5 TECH Words: Brandon Flannery

N

ew racing season? Here are five “must-checks” for your transmission to keep you in the winner’s circle and off of the jackstands.

1. Off-Season Refresh: During the off-season is the best time to freshen up your transmission. With no rush

84 Drag Racing Scene / Vol. 3, Issue 1

to race, you can take your time and inspect things, allowing time to order the proper parts and make repairs.

Disassemble the transmission and check all clutches and bands. Replace all seals and gaskets, check for leak points — and identify why — and re-

place any clutches and bands if they are worn. It’s also a great time to have the torque converter rebuilt or the stall adjusted. Check the input shaft for wear or excessive play, and inspect the pump.

2. Fluid, Filter, and Pan Gasket:

If you are not going to tear the transmission down, change

the fluid and filter. This ideally needs to be done at the end of the season, as there is no reason to let old, contaminated fluid sit and heat cycle through the winter months, allowing trapped condensation and byproducts to cause contamination. But, if you didn’t do it then, proceed now. Note black mud on a transmission pan magnet is okay, metal is not.

After warming up the transmission to get the fluid moving, flush any and all lines. and/or the cooler, and drain

the torque converter. Replace the filter and pan gasket and add fluid, cycling it through until the proper level is reached, to replenish the torque converter.

3. Adjust the Bands: If your transmission is equipped with bands, they should be adjusted. Bands are used most commonly in Mopar transmissions and utilize a Bellville spring actuated by a hydraulically operated servo pushrod. This band grabs the spinning drum that houses the clutch packs during shifting points.

Generally, there are two: one accessed inside the pan for the reverse band, and one adjusted on the outside of the case. Adjustment is done by loosening a jam nut on a torx-head bolt and tightening the bolt down to 75 in./lb and then backing it off a turn or two.

How many turns is dependent on the model of transmission, so make sure you have the correct specs. The final step is to lock the bolt in place with the jam nut.

4. Check shifter and linkages:

While you are working on and around the transmission, put your eyeballs on the shifter linkage and shift cable. Inspect the gate plate in the shifter and look for worn pivot points, loose brackets, proper cable routing, and tight connection points.

Triple-check any and all wiring and micro switches and the mounting bolts of the shifter. If it’s loose, you’ll lose.

5. Clean the Outside and Inspect the Cooler: Take a minute

and wipe down the transmission case.

Dirt holds heat, and heat kills transmissions. Any help is a win. Check the cooler fins for accumulated dirt and debris and clean if needed. Wipe down any hoses and inspect the connections. DRS Sources: TCI Automotive, tciauto.com; Driven Racing Oil, drivenracingoil.com

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The Halloween Classic: The world’s largest drag race, trick-or-treat, and costume party all at the same time

How much money has been spent on pit decorations over 43 years of Halloween Classic fun? It’s all a part of the fun and games during October in Norwalk, Ohio.

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I

n the tradition of great horror movie sequels, Summit Motorsports Park has been remaking their Halloween Classic race for an incredible 43 years the last week of October. This year’s version happened in spite of multiple days of perfect horror movie weather on Oct. 16-23, 2016. The resourceful racers endured the early week wet days and came up with a golf cart/ATV race, in addition to surviving all of the extras that the Bader family provides for fun and games. The Halloween Classic is much more than just one of the biggest bracket races in drag racing. It is a full week costume party thrown by the racers and fans at the Norwalk, Ohio facility. It’s a happening, a blockbuster event.

“Initially, I think it was just the idea that it was the last race of the year,” track operator, Bill Bader says,” It started out as a one-day event, and now it fills eight days. The idea was it’s the last big fling of the year. It took on a personality of its own, and that has nothing to do with racing. It is an event that just happens to be at a racetrack and racing is the backdrop. It is more about peo-

ple gathering for eight days, all with a common interest, and everything that goes with it all builds up every year to a fantastic time for everybody.”

“It’s just the fact that it’s the last week of October in Ohio,” Wes Buckley, winner in Pro, agrees. “I’m always amazed how everyone and his brother shows up for it.”

Many racers have been attending the season-ending festivities for multiple years. “I’ve been attending the Halloween Classic nearly all of my life,” Randy Scheuer, Jr., this year’s grand champion, says. “It was 37 years ago that I was in my mom’s belly and my dad was racing.

I have always wanted to win this one. I earned a title a couple of years ago, but due to rain, I didn’t get to run off for the grand championship. It’s the end of the year race, and I’ve always liked it.”

“I’ve been here since I was ten years old,” Bill says. “I remember the oneday classics and announcing with Aaron Polburn.”

The G-rated portion of this show is for the kids and families. They get treated right with games and prizes, along with a costume parade and contest.

Parents go overboard in developing the costumes for this prestigious competition, with everything from a Stroller Race Car to Donald Trump making an appearance. Amazing pumpkin carving is also a big part of the week’s activities with a long line of the orange sculptures on display.

Everything that doesn’t move (and many things that do) have sponsorship

Wes Buckley earned the win in Pro with the help of a red-light from Jeff Spring in the final round.

Wes has been attending the Classic since he was three years old and remembers skipping school to watch his Dad race and trick-or-treat through the pits.

Chad Pocock, No-Box Gamblers Winner

Randy Scheuer got the title of Grand Champion with his win in Super Pro and run-off victory on Sunday. “It’s like a big camping trip with a whole lot of friends hanging out for a week. And getting the win is pretty cool after the long party is over.”

DragRacingScene.com 87

The coveted Gremlin trophy is custom made for the event. Chris Schneider received his for the Most Original Costume, dressing as Bill Bader Jr. Racemaster. The real Bill Bader Jr. enjoyed his doppelganger.

Innovative racers don’t stop racing when it’s raining. The pit vehicles came out for an impromptu competition while the track was experiencing an average October day in Northern Ohio.

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for this week’s activities. Even a candy corn hole contest takes place on Monday with sixteen teams battling it out for the title this year. A veteran team, the River Drivers, triumphed once again as spectators watched the competition and enjoyed free pizza.

The kids aren’t the only ones who have fun (on and off the race track).

The adults (and those who are still big kids at heart) got their chance to play dress-up too. This competition is one of the only places where you can dress as a porta-john or a baby in a diaper and not get hauled off to the funny farm. The costumes were wild and elaborate, varying from Bill Bader Jr. Meteorologist to the nurse from Silent Hill. All kinds of crazy kooks came out to play their parts in this movie. No judge could decide this winner, so audience applause determines who takes the prize.

“I probably enjoy the adult costume contest the most,” Bill says.

“We’ve got so much going on. We’ve got move-in on Sunday, the party on Monday, the motorhome racing. I really enjoy the adult costume contest, and I also enjoy the winners’ circle on Sunday night.”

Racers spend a lot of money on their elaborate decorations for pit areas and trailers. Many a comment is heard after the event each year about the hundreds of dollars invested in turning a pit area into a graveyard or cemetery. And trailers become wonderfully unrecognizable as they transform into evil haunted houses. The trick-or-treating in the pits is unmatched in any subdivision around the country.

“I’ve dressed up for the costume contest before,” Chas Lang, this year’s Sportsman winner says. “I’ve also helped a friend with his pit decorating.

It’s all part of the fun of the Halloween Classic. It’s a great time with kids coming around trick or treating. It’s more of a family-focused race, and everyone comes out and has a good time.”

Let’s not forget the jokes and the limericks (and how could you forget some of these jokes). Some very talented writers show up at this event every year with original words of ‘wisdom, and entertainment heard over the PA system.

Entertainment was provided once again by the popular country band, Trainwreck, on Friday night in the tents, following the racing action. Due to the rain, much of that action took place as a lottery. Not the preferred method, but sometimes you do what’s necessary to name all of the winners before the long week is over.

When it counted, the skies cleared and the blue skies were bright on Saturday morning as the competition got moving in earnest on the dragstrip.

The winners received the traditionally coveted trophies sculpted in the likeness of a Gremlin.

Bill remembers many of the years fondly but mentioned a couple of his favorite memories.

“One of the most vivid memories I have was the year I almost got run over during the wheelie contest,” he says.

“That was close. I don’t know that I realize how close it was, but I chose a direction and thanked God the driver chose a direction, and they were opposite directions.”

“Another year, we had inches and inches of snow, and somebody threw a snowball at me in the old tower and broke the glass,” Bill says. “I posted a prize for anybody who could provide information for me to figure out who threw the snowball. Garry Fleenor came up and told me ‘I know who did it, but I want the prize first.’ I gave him his reward, and then he said he had done it. That was a funny moment.”

“You get a really cool trophy when you win,” Wes says. “It’s a really good way to end the season, and I’m always going to be there.”

You can see the complete race results online at dragracingscene.com along with contest winners. DRS

Zach Manuel, Ultimate Performer winner

What will the Halloween Classic theme be this year? Bader gives us some hints.

One of the most anticipated parts of the race is the theme developed by the Summit Motorsports Park management staff. The 15-member team has a brainstorming meeting early in the year to develop ideas for the event.

“That lead to one of my most memorable years,” Bill Bader Jr. says. “At the 2014 event, a group of us came in at 3:00 am to stage a UFO crash landing at the track. We spent the night setting it up and at exactly 7:00 am, there was an explosion. We coordinated it; I was on the PA system, it was perfect. Maybe a little too perfect. The sheriff came out; there were multiple 911 calls. People hid in their trailers and wouldn’t come out. I even lost a sponsor over the prank. A guy was so sure it was real that he called his wife who was battling cancer and said goodbye to her. A guy who was in the military hopped out of his motorhome in his boxers with a gun in his hand. This thing, far and away, exceeded my expectations.”

After the race was over, Bill thought it would be the end of it.

Little did he know that he would not be able to forget about it for more than a month.

“The race ended and we left to go on a college visit with our son,” Bill says. “I was reading the newspaper and the headline said Sheriff Dane Howard was trying to get me indicted for inducing a public panic. My wife, Jayme, was extremely upset.

She was crying, and I kept teling her it was okay. This saga went on for over a month. The sheriff talked to all of the neighbors.

The county prosecutor threw it out, so he went to the law director. After awhile, I was agitated, not out of fear that I would go

Even the track crew gets in on the costume fun. It was a cold weekend, so maybe the makeup helped Tim Sage stay warm on staging line duty.

Kids and adults had fun with the pumpkin carving competition. All of the creations are out for viewing all week.

to jail, but because my wife was really upset. The whole thing was insane.”

The team decided that until Dane Howard was no longer sheriff that they would lay low and soft pedal themes. The County recently elected a new sheriff, so all bets are off.

“I’ve got an idea for this year already,” Bill says. “Last year, we were going to stage a kidnapping of one of our staff. We would have her held captive in a van driving around the pits, and we would stage a shoot-out on the starting line. I even bounced around the idea of a hazmat truck coming off of the highway and popping a hole through the head of staging lanes and tipping over in the water box. That would have caused an explosion; the sheriffs would come. I decided it was just too soon. This year, we’ll do something a little more tactful than that. You’ll have to come to this year’s race to see what we do.”

DARTING THROUGH SPACE AND TIME

Words & Photos: Roger C. Johnson

T

he 1968 Hemi Dart and its Barracuda counterpart were perhaps the most outrageous and significant factory-produced drag race cars of all time. On the NHRA circuit, they ran in SS/A and were virtually unbeatable. These machines also set the stage for early Pro Stockers and to this day are coveted representatives of this spectacular era in the history of our favorite sport.

Only about 150 original 1968 Hemi Darts and Barracudas were produced.

The builds were done in conjunction with the Hurst Corporation and began as factory 383 cars before the extensive transformation was performed.

These machines left such a significant impression on the racing culture they have been recreated with all manner of regular Darts and Barracudas. But the true originals (option code LO23) are the ones considered the Golden Fleece.

This car is one of those.

Jim Gowin of Atlanta knows all about rare factory Mopar race cars. He actually bought a new ’64 Max Wedge lightweight Plymouth back then that he raced up north and as far south 90 Drag Racing Scene / Vol. 3, Issue 1

Words like ‘outrageous and significant’ describe this historical race car as Miami. Even though that engine’s 13.5:1 compression ratio made it theoretically unsuitable for street use, Jim still drove the car from his home state of Wisconsin to his sister’s wedding in Miami, Florida, back in ’60s. What a dedicated brother! He liked the area so well, he decided to stay there, until eventually moving to Atlanta with good old uncle Max in tow.

It’s no wonder Jim felt the need to add an original Hemi Dart to his personal play list. His search began in California, where he was working at the time.

A call to a local pal uncovered a few people who knew a thing or two about these cars, including Mike Landy, brother of the late Dick Landy. Eventually, Jim got

the lead he was hoping for. It seems a guy was slowly trying to put one back together that had brushed a wall at the strip sometime in the early portion of its life.

But the good news was, word had it that car might be for sale. That’s all he knew at first, so Jim decided to have a look at it.

When arriving at the owner’s garage, he was greeted by a ’68 Dart with no fenders, doors, hood, trunk lid, or bumpers. Still, it was confirmed to be a legitimate original Hemi Dart, so a deal was struck. Right when Jim started wondering where in the world he’d find the correct parts to properly reassemble this historic car, the seller asked him if he wanted the other parts in the back room. Like what, Jim asked.

Jim took his Dart to the strip, ran an 8.90+ ET and concluded a man of his age had no business flirting with the laws of physics in such a daring manner. So, he hasn’t been back since and considers himself lucky to have survived such a thrilling experience with nary a scratch. After all, a second skydive couldn’t be more thrilling than the first one.

DragRacingScene.com 91

Then, the guy produced the correct LO23 lightweight doors, the fiberglass fenders and hood with factory scoop, trunk lid, lightweight bumpers, and by the way, he also had the original Lexan side glass, as well as the correct windshield and rear glass. Bingo! After the sale of the Dart was completed, Jim had to buy some old wheels and tires from the ex-owner just to roll this rascal onto a trailer for its long trip back across the country to Atlanta.

The Dart came with its correct factory Dana rear end, which now sports 5.13 gears, and Jim just happened to have the right Chrysler 833 4-speed transmission, which was plucked from the famed Hemi Dart campaigned by Joe Teuton’s Southland Dodge in Houma, Louisiana.

Mike Landy offered to build a fresh Hemi for the car, but Jim found a suitable replacement on eBay for the long lost original engine. As luck would have it, the Hemi mill in question lived just six miles from Jim in the Atlanta area. This stroker power plant displaced 588c.i., bigger than Jim wanted, but it was close by and reasonably priced. It happened to be part of an estate sale.

92 Drag Racing Scene / Vol. 3, Issue 1

The first stop for this monster mill was at Don Dixon Racing in Norcross, Georgia, where Don went through the engine to confirm its internals and potential. It is packing a Callies crank, titanium rods, pistons by Ross Racing, and Top Seal rings. An extremely aggressive Crane solid roller cam with .760inch lift operates roller rocker arms by T&D Machine Products, in addition to a Donovan gear drive, with remaining valve train components from Manley.

Total Flow Top Fuel aluminum 16plug heads round out the particulars.

We should note half those plug holes are, well, plugged due to the expense of setting up a compatible ignition system. It was an extreme the Dart just didn’t need, considering its anticipated limited dance schedule. The Chrysler X-Ram magnesium intake manifold carries twin 850 cfm Holley carbs to feed the beast and classic Hooker headers do the exhaling.

One of the few times in history when the “cheap seats” offer the best view in the house. Baseline van buckets provided little in support or comfort, but look out over that big hood scoop with the landscape blurring by is simply priceless.

According to Dixon, his chassis dyno registered 956 lb-ft of torque and 982 hp with this Hemi once it was plugged into the Dart. Dixon also indicated more power was still available with some additional head work, but Jim declined since the car’s actual racing endeavors would be limited. The Hemi was balanced to 10,000 rpm, and Jims says it buzzes up to eight grand almost instantly! Not bad for 588 cubic inches of big-block.

Along the way, Jim decided to put a paint scheme on this car that has a Dick Landy style to it with a little bit of Steve Bagwell’s Red Light bandit mixed in, for good measure. Call it a respectful tip of the hat to two of the masters in the Hemi discipline. All in all, this Dart is as real as it gets from a performance standpoint.

Few race cars built so many years ago, even by the factory, retain each and every original part throughout their life span. Many were altered with new en-

gines and even next year’s body parts to make them appear current for the spectators. So, being able to retain most of the good stuff over the course of practically 50 years is not merely a desired objective, it’s more like a miracle.

So, if you ever get the chance to lay eyes on this real McCoy Hemi Dart, ask Jim to start it up for you, then listen closely. It will tell you its entire life’s story a quarter mile at a time in the universal language of high-octane horsepower. DRS

The boxy look of the trusty Dodge Dart satisfied basic transportation needs for millions of drivers and their families around the world. But in 1968, stuffed with a race-prepared Hemi, it instantly became the industry’s high-water mark for the ultimate in drag racing performance.

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Drive, determination, and dedication

H

ere is a familiar scenario to many drag racers: On Thursday, you work at your “normal job,” get home and work on the race car (fixing a problem or just regular maintenance), make a shopping list to pack, and make notes like “fill the fuel jugs.” Friday, you work until you get out early and head home to finish packing. You thought you had two hours of work left, which turns into three or more hours.

You finally pull out of the driveway heading to the track.

You have that moment of euphoria when you are set to go, and you turn on the radio. You arrive late, race all day Saturday and Sunday (eat and sleep when you can), and get home late Sunday night. Monday comes, and you start the process again.

For most racers, this is just part of racing!

Every good racer knows that before you can have success on the track – or in life in general – there is a lot of energy, sweat, and dedication that must come first. When you look through magazines, you see pictures of people winning, but you don’t see many pictures of individuals working! What you see are the outcomes of the effort, money, and sacrifices that happened behind the scenes.

The social environment

If you are on social media, there are many memes about the great people and friends you meet at races. Many of our friends are racing friends. These are the people who will come over and work with you on your car or help you at the track.

These are the same people who will celebrate with you in the winner’s circle. This probably isn’t the only drive behind why you race, but it may be a big motivation and help keep you dedicated to the sport for years.

I have seen people jump into the sport and love it when everything is going great; but the second it gets hard, they quit. If you clearly think about what drives you, you won’t give up.

When I conduct sport psychology sessions with athletes, I ask these two questions: 1.) Think of a time when you had success and were proud of yourself for your sport. What were you thinking, how were you feeling, what happened?

Most athletes vividly remember these accomplishments.

Some get a little teary-eyed, and for some, this helps them remember WHY they work so hard and why the time, energy, and sacrifices are worth it.

2.) Next, I ask WHY? Why are you dedicated to your sport and determined to stick with it and get better?

Some athletes can answer immediately, some I have to push for a reply, and some can’t give me an answer, or worse, they realize they are not doing it for any good reason. So what drives you? Why do you race? Why are you living the life you are living?

I have seen people jump into the sport, love it when it is easy, love it when everything is going great; but the second it gets hard, they quit. If you clearly think about what drives you, you won’t give up. You will remember why you are doing something and keep doing it.

The competition Many athletes love the thrill of competition; they like to get better, and of course, they like winning. These people will enjoy racing at various levels, trying new types of racing (e.g., super classes), and enjoy the actual race day a lot.

94 Drag Racing Scene / Vol. 3, Issue 1

Interestingly, some people would rather win even if their category only had five other people, whereas others would rather go a few rounds at a bigger, more prestigious race.

That also tells you a bit about what drives you — winning versus competing (or some combination).

The feelings of curiosity, accomplishment, achievement, and learning

For many racers, one of the things that drive them is the non-stop learning and sense of accomplishment when you can do something new and better. For me, learning new things with the throttle stop or the data recorder is probably one of the things I like most about drag racing. Most racers are proud of their trophies and plaques, and this is a tangible result of their achievement. The more prominently you display your “Happy Gilmore” checks, the more achievement may be a motivator for you.

Risk taking, excitement, and the adrenaline junkie Some athletes enjoy the rush they get when competing. Racers love the feel of going fast, the excitement of a wheelie, and the general thrill of the ride. However, when I talk to a lot of high-level racers, few of them mention the enjoyment and excitement of the speed and driving the car. But for some, the risk-taking and “going fast!” may be a strong motivator.

And, finally, external motivation, such as fame and fortune It is interesting that most racers would NEVER compete for just a trophy; of course, we race for money. I argue even the professional racers race for more than just the money. I would further argue if you do anything just for the money, you are probably not very good. A racer who only cares about money won’t put in the extra time and effort to be great.

So what drives you? What makes you dedicated and determined to race? Knowing your drives and motivators will help you work harder, dig deeper, and keep going! DRS

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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

Shirl Greer - Larger than life racer from the golden era of Funny Car racing Seeing the “Chained Lightning” Mustang Funny Car during the recent Performance Racing Industry Trade Show brought back memories of the late Shirl Greer. The former NHRA champion from Kingsport, TN, was one of those southern gentlemen who made up the legendary characters of early Funny Car racing.

Shirl began racing in 1952 and is noted as the first racer down the original Bristol drag strip in 1965.

Known for his trademark cigar, Shirl was one of those early A/FX and subsequently Funny Car racers who did almost all of his own wrenching.

He was known for racing coast-tocoast at national events as well as an incredibly popular match racer in the greater Southeast.

96 Drag Racing Scene / Vol. 3, Issue 1

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