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THE DIRT TRACK RACING MAGAZINE

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VOL. 3, NO. 2 OneDirt.com

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OD2016-2

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DUST BE GONE TRACK PREP TECHNOLOGY

MARK MARTIN

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UALED!

CONTENTS 76 TAKE A LOOK

FEATURES

TECH

06 A RACE WIFE’S PERSPECTIVE

20 CARB TUNING

16 A BUDDY LIKE NO OTHER

5 mistakes not to make

Taking the good with the bad

The racing world remembers a beloved, four-legged friend

22 UNDENIABLE DRIVE

Chris Blais won’t let life slow him down

28 NO PLACE LIKE HOME

The greatest show on dirt returns to I-30

36 GLOBAL COMPETITOR California’s Jonathan Allard races Sprint Cars on multiple continents

44 LEARNING IN REVERSE

Jack Sullivan steps back to move forward

50 FOR THE LOVE OF THE GAME

NO-NOs

26 TALKING TORQUE Learn the tricks for maximum power

34 DUST BE GONE

Custom cam choices for 2-barrel rules

82 LONG TIME RUNNING

Longacre has built a legacy on quality

42 ALL THE

88 FOUR DECADES

Fabrication made easy

A photographic journey through COMP Cams history

RIGHT BRAKES

48 REMEMBERING JOE Total Seal’s patriarch is saluted

56 BURN BABY BURN Spark plug studies lead to more power

58 DRIVING AMBITION

74 COOL THE ENGINES

68 THE WILL TO WIN

80 BE SELECTIVE

New track prep technology changes the game

Mark Martin talks about his love of dirt

Rick Laubach turned his dreams into reality

AROUND

Five Star Bodies takes us on guided tour of their facilities

Success in the name of engine efficiency

OF EXCELLENCE

98 SAFETY IS

PARAMOUNT

Holley introduces new safety technology

104

ACCELERATION IS KING

The Ashe family’s speed secret

Doug Stringer has launched countless careers in racing

84 LONE STAR RISING

Texas hot-shoe Aaron Reutzel is climbing the ladder to stardom

90 SWITCH HITTER STANDOUT Donny Schatz enjoys racing variety

92 IT’S FERGY TIME

One of racing’s good guys, Chris Ferguson

97 4-LAP DASH

The Wheelman, Jacob Hawkins

100

HEALTHY ON THE ROAD

106

SET TO DETONATE

110

IN HIS OWN WORDS

Battling the bulge as a racing nomad Ruben Mireles brings passion to the mic Mark Martin talks dirt

Even more tech, features, & videos

@OneDirt.com

SPEED SHOP

DEPARTMENTS

Aluminum Power Steering Pump Jones Racing Products............................................... 60 High Flow Fuel Filters JET Performance.............. 60 EZ Sweep Caster Slip Plates Mittler Bros.......... 60 E3 Racing Spark Plugs E3 Spark Plugs................ 61 XP3 Driven Racing Oil.............................................. 61 Laser Chassis Height Checker Longacre Racing Products.......................................... 62 Hood Scoops and Air Deflectors MD3............... 62 XVA Series Shocks Absorbers Bilstein.............. 62 FireWire Spark Plug Wires FAST........................ 63 Thin Ring Packs Total Seal.................................... 63 Advanced Composite Roof MD3......................... 64 Standard RaceScales with 15” Pad Mittler Bros................................................................ 64 Nitro-Carb Steel Stud-Mount Rocker Arms Crane Cams................................................................ 64 Voodoo Lightweight Crankshafts Lunati............ 65 Clear Power Steering Fluid Jones Racing Products............................................... 66 HydraMat Fuel Reservoir Holley.......................... 66 Cylinder Head Assembly Kits RHS...................... 66 Suede Steering Wheel Longacre Racing Products... 67

02 GOING GREEN Letter from the editor

08 SPEED NEWS

The latest “dirt” from the dirt racing world

10 DIGITAL GUIDE

The best sites, apps & social media centered on dirt

12 SOCIAL MEDIA SOUNDOFF

Your online comments to OneDirt topics

14 VIDEO REWIND Racing, product & entertainment videos

60 SPEED SHOP

Hottest products to hit the dirt

111 PARTING SHOTS Until we meet again

SPECIAL THANKS

The staff of OneDirt would like to express our sincere gratitude to all the talented photographers that supplied the images found in this issue. Without their talents and willingness to help, there would not be a OneDirt print magazine. Richard Allen Josh James Thomas Michael Rick Schwallie insidedirtracing.com joshjamesartwork.com latemodelphotos.com Mike & Jeff Photos Mike Spieker Tyler Carr JDS Imagery Mike Musslin speedway-shots.com jdsimagery.kiwi.nz Scott Frazier foto-1.net Kirsten Snyder scottfrazierphotography.smugmug.com Seth Lacewell Scott Oglesby kirstensnyder.zenfolio.com slpracingpics.smugmug.com Eric Gano foto-1.net Glen Starek epa-photography.smugmug.com Heath Lawson Tyler Rinken glensphoto.net heathlawsonphotos.com Getty Images tylerrinkenphoto.smugmug.com Lonnie Wheatley gettyimages.com Gene Lefler Jim Rosas Photography Dean Yoder Woody Hampton Chris McDill Steve Schnars schnarzy.com Photo by Heath Lawson

WITH

IN YOUR

FROM RACE WIVES & GIRLFRIENDS

Growing pains By Whitney Thomas

’ve struggled putting pen to paper here lately, or well, fingers to keyboard. It feels like nothing has happened since the last time I wrote, yet nothing is the same. The first half of this year has been incredibly trying. My physical strength has been tried, my patience has been tested, and my heartstrings have been pulled. I guess I’ll start from the beginning. Long before April ever got here, I decided to run a 5K set for June in downtown Indianapolis. My close family and friends are already laughing. I’m not a runner. I’m barely a walker. I get winded going to the mailbox, but I recently found out my friend, Amanda, who is five days younger than me, has breast cancer. I decided to run for her. I’m running for myself too, mostly because I like new challenges, but mainly because I had almost five months to prepare for it. That sounds like a long time, but I’m halfway through training at this point. We’ve been home for almost two consecutive months with little travel outside of Indiana, and I have relished that fact! I began going to the gym six days a week. I started slow and worked my way into a nice nine-week, 5K training program. I’m on week five and currently at a dead halt. I strained a tendon in my knee. They say it’s really common in new runners. So, I’m taking a week off and crossing my fingers that’s all the time I’ll need. I did some research, and who knew rest days can be better for you than running seven days a week? The problem was I ended up really enjoying the run. I got better at distance and started shaving minutes off of my time. I’ve always heard of a “runner’s high” or getting addicted once you start, and for me it was true. I’m beyond disappointed being on the sidelines right now, but hopefully it’s just a temporary setback. In the meantime, I took on another project. I finally conned my husband, Kevin, into letting me work again. I started pouring wine at Foyt Wine Vault in Speedway, Indiana. Yes, Foyt, as in four-time Indy 500 winner A.J. Foyt. I absolutely love it. I’m only there a few days a week, but it’s incredible. From the décor, to the history, to the amazing selection of wine, I’m in absolute heaven every time I clock in. When your two favorite pastimes of racing and wine come together, it’s really a thing of beauty. But, all this extra time on my hands that has allowed me to train for a 5K and take on new adventures at Foyt have been an extension of some bad news. We found out at the beginning of April that Nashville would be Kevin’s last ARCA race with Cunningham Motorsports. The press release stated it was due to a “financial situation,” but it was just plain and simple a lack of funding. Sponsorship money didn’t materialize in the way we thought it would. 6 OneDirt.com / Vol. 3, Issue 2

Photo Whitney Thomas

Nothing fancy about it. No scandal. No drama. Just no money. I’m bummed for him. I’m bummed for us. I’m bummed because I absolutely adore his team. It’s like going through a breakup. Paul Andrews and crew were a pleasure to be around. For those of you who don’t know, Paul was the crew chief for Alan Kulwicki when he won the 1992 NASCAR Winston Cup Championship. It’s really hard to watch someone you love have to let go of something they’re so passionate about when you’ve seen them excel in such a short period of time. Kevin led 30-plus laps at Fairgrounds Speedway in Nashville before getting beat by pit strategy. You win some, you lose some, but having to walk away before you got the chance to do much of either just stinks. I’ve heard people talk about money versus talent over and over again. This time money won. Sometimes you have the talent and just can’t find the money to back it up. You can call me bias. I’m his wife; I get to be. He can back me up on the track. With that said, if you know anyone who likes seeing his or her name on the hood of a racecar and would like to invest in a driver’s future, let me know. It is rumored Cunningham wants Kevin to drive the ARCA races on dirt at Illinois State Fairgrounds and DuQuoin State Fairgrounds in late August and early September, respectively. In the meantime, he’s looking to add about 20 more dates to his Sprint Car schedule to compensate for the loss of those races. He left a competitive Sprint Car team to pursue pavement racing, and when that didn’t pan out like expected, we just made the most of it. Sometimes in racing, that’s all you can do. Situations change, teams move on, and you just learn to roll with it. As a couple, we talked about it early on when the opportunity was presented to him to drive pavement. I asked him if pavement didn’t work out, was he OK with driving Sprint Cars on dirt for the rest of his life. Without missing a beat, of course he said, “Hell yeah!” So that’s where we are right now, dirt racing full time, and we’re both very OK with that. I mean, my column is titled “Life with Dirt in Your Hair” for a reason.

Speed NEWS NEWS / HEADLINES / HOT TOPICS

Gateway Dirt Nationals take shape The inaugural Gateway Dirt Nationals, which were announced in late February, continue to take form. The plan calls for a 1/5mile, semi-banked dirt oval to be constructed inside the Dome at America’s Center – formerly the Edward Jones Dome. The event is being tabbed the Gateway Dirt Nationals and will be held December 15-17. Registration has been closed since April, with the maximum number of entries received in just a matter of weeks. A staggering 150 Super Late Model Models and 250 Modifieds have been entered into the event. The Gateway Dirt Nationals mark the biggest indoor stock car event since a 1982 National Dirt Rac-

ing Association (NDRA) race at the Silverdome in Pontiac, Michigan. “I felt like this event would be big, but I’ll be honest that the response from both racers and fans far exceeded my initial expectations,” said promoter, Cody Sommer. “We are really excited to get this event off the ground and see where we can grow it for future years.

The winter event will include three days of racing action at the Dome at America’s Center, part of a 1.7-million-square-foot convention center and sports complex. Gateway Dirt Nationals practice is scheduled for Thursday, December 15, followed by a Friday racing program made up of $5,000-to-win events for Super Late Models and Open-Wheel Modifieds. The grand finale on Saturday, Dec. 17, will feature a $20,000-to-win event for Super Late Models and a $10,000-to-win event for Open-Wheel Modifieds. The broadcasting team for the event has also been announced and includes an all-star line-up. Ben Shelton and Dustin Jarrett will call

Racing world mourns losses The month of April was a tough one as the racing world unexpectedly lost a talented, young racer, as well as a much-respected announcer. Charlie Floyd, 26, was severely burned in a racing accident at Southern Ohio Speedway (Wheelersburg, Ohio) on Friday, April 15. The resident of Wheelersburg flipped in the feature event, his Dirt Late Model landing on its roof. His car then erupted into flames seconds later — due to leaking fuel — with him trapped inside the car for several minutes. Floyd suffered severe burns to 80 percent of his body. Sadly, he passed away on Tuesday evening, April 19, at Cabell Huntington Hospital. He leaves behind a girlfriend and a young son. Long-time western Pennsylvania racing announcer Dow Carnahan passed away on Friday, April 29. The 56-year-old from Latrobe, Pennsylvania, worked in broadcasting for more than 30 years. He was most recently known for his booming voice echoing over the speakers at Pittsburgh’s Pennsylvania Motor Speedway and Lernerville Speedway. Carnahan was a 2011 inductee into the Pittsburgh Circle Track Club Hall of Fame and very well respected within the entire racing industry as a consummate professional.

Charlie Floyd

Dow Carnahan

Keep up with dirt racing news, updated daily at OneDirt.com. 8 OneDirt.com / Vol. 3, Issue 2

the play-by-play action. Shelton, who is a former voice of the World of Outlaws Craftsman Late Model Series, will be joined by Jarrett, who was the voice of Eldora Speedway for several years. Blake Anderson and Trenton Berry will work as pit reporters throughout the event. Anderson is the voice of the Arctic Cat All-Star Circuit of Champions Sprint Cars, while Berry is the owner of RacinDirt.com as well as the voice of the Lucas Oil Midwest Late Model Racing Association. For fans unable to attend, the entire weekend will be broadcast live via pay-perview at dirtondirt.com. More information on this mega-event can be found online at gatewaydirt.com.

5-hour Energy inks Nationals sponsorship The world’s most prestigious Sprint Car event and the famed Knoxville Raceway just got a shot of energy for its 2016 running of the Knoxville Nationals. The famed dirt track, located just minutes from Des Moines, Iowa, on the Marion County Fairgrounds, recently announced 5-hour ENERGY as the title sponsor of the 56th running of the Knoxville Nationals – a fourday Sprint Car championship to be held August 10-13. 5-hour ENERGY, has been a mainstay in NASCAR for the past several years as a sponsor of teams, drivers, and tracks, supporting the various programs through national advertising and retail campaigns. This is the company’s first foray into title sponsorship of an iconic grassroots event.

Speed NEWS

NEWS / HEADLINES / HOT TOPICS

Rick Schwallie promoted to LOLMDS Series Director

Photo by Richard Barnes

Ferguson wins search for a champion Chris Ferguson, a 26-year-old Dirt Super Late Model driver from Mount Holly, North Carolina, was selected as winner of the $50,000 Search for a Champion grand prize in the advanced category of the annual contest. Nearly 230,000 votes were cast during the competition, which awarded a record $200,000 in sponsorships and related prizes to 15 advanced finalists and 25 amateur finalists. Search for a Champion is a contest sponsored by Champion Spark Plugs, which encourages grassroots drivers to compete for sponsorship cash and other prizes based on materials submitted for voter review. Entrants in the advanced category were required to submit photos, a 300Chris Ferguson word essay, and a two-minute video describing why they deserve to become a member of #TeamChampion. Ferguson began his racing career in Go-Karts at age 12. Several years later, he moved up to Dirt Crate Late Model competition, where he won a local championship in his first year. He has had even greater success in Super Late Model racing, where in 2015, he posted 13 feature wins, including victories at two World of Outlaw Craftsman Late Model national events. “This is absolutely career changing,” Ferguson said after being declared the winner in early April. “We’ve always felt like we had to work harder than other teams to make up for not having a major sponsor, and now it has finally happened. I can’t describe how happy I am for my family and everyone who has contributed to our team.” Fellow Dirt Late Model competitor Ryan Unzicker from Illinois made it to the finals as well and received a $5,000 sponsorship.

Former Assistant Series Director Rick Schwallie has been promoted to the Series Director role of the Lucas Oil Late Model Dirt Series (LOLMDS). Schwallie has worked full-time with LOLMDS since the national tour was established in 2005 and has been deeply involved in the day-to-day operations of the series. “I want to thank Ritchie Lewis for his continued support over the years,” commented Schwallie. “I’ve learned Rick Schwallie a lot from him and respect the leadership example he’s instilled in me. I wish nothing more than to continue the same practices and goals we’ve always had for the series. The Lucas Oil Products family is second to none, and the infrastructure provided by Lucas Oil will allow for us to continue the growth and success for years to come.” Lewis, whose recent duties have included Series Director for the Lucas Oil Late Model Dirt Series and the Lucas Oil Off Road Racing Series (LOORRS), will still have input into the LOLMDS, but will focus primarily on his role with the LOORRS moving forward.

It’s official, iRacing to get dirty with Eldora On April 1, iRacing shook the dirt track world by announcing the impending expansion of their wildly-popular, gaming platform to include our much-beloved sport. With the expansion being released on April Fool’s Day, many gamers feared the announcement to be nothing more than a painful prank. However, just a few days later, the legitimacy of the announcement was cemented. It was announced that the legendary Eldora Speedway in Rossburg, Ohio, would be one of the first tracks built for the game. In the following weeks, it was also released that Pennsylvania’s famed Williams Grove Speedway had been inked for inclusion. iRacing has long since established itself as the premier online gaming site, but until this announcement, their

focus lied solely in asphalt racing. Developers cited recent advancements in physics engines for the computer game as a driving force behind the decision to officially expand into the dirt track world. It was indicated these new engines would allow the game to accurately depict not only the handling of dirt cars, but also the ever-changing characteristics of the racing surface. A comprehensive list of classes that are planned has not yet been released, but developers have indicated that Dirt Super Late Models and Rallycross cars will be among the first divisions made available to the public. An official release date for the game has yet to be announced. OneDirt.com 9

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Social Media SOUND OFF FACEBOOK / TWITTER / MULTIMEDIA We like to provide photos and topics that promote good-natured debates amongst our more than 165,000 fans on Facebook, so we shared this photo from Timberline Speedway in Corley, Texas. The signs reference the drinking and non-drinking areas of the grandstands. However, as hoped, our patrons at OneDirt took it to be a question asking which type of track conditions are preferred.

SOCIAL MEDIA

Which side are you on? #Choices

FACEBOOK A FEW OF OUR FRIENDS

KRIS DUMIGAN: Moist but slick. Add setup and driver back into the equation.

HUNTER GILMORE: How about a dry slick section lol.

KAL KOENIG: Doesn’t matter as long as it’s smooth. If it’s dry, less dust would be good for the fans.

ERIC RODASKY: Wetter the Better!

STEVEN CHAPMAN: Dry proves the better driver… not who has the most money.

JOSH PITTS: Tacky

KENDALL KILGORE: Wet… I like a little clay in my beer. BOBBY RUNDSTROM: Wet & tacky like a dirt track should be.

CHRIS ENGEL: Wet!!! TIM CREWNSHAW: Wet Fast….. DREW NAUGLE: Dry slick creates the best racing. ALEX KENKEL: As long as there’s more than 1 or 2 grooves to put a show on for the fans, we’ll make the setup work.

CARS & PARTS E3 SPARK PLUGS ELDORA SPEEDWAY HEATH LAWSON PHOTOGRAPHY LONGACRE RACING PRODUCTS LOUDPEDAL PRODUCTIONS RACING411 MOTORSPORTS MEDIA XCELERATION MEDIA

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Video REWIND RACING / PRODUCT / ENTERTAINMENT Video Rewind is where we point out interesting videos found on the Internet — whether historical, funny, dramatic, or technical. We like them and thought you might, too.

Subscribe to our YouTube channel to keep up with our original and curated video content that is updated daily by the OneDirt editorial staff. youtube.com/OneDirtRacing

To watch all the videos below, head to:

OneDirt.com/video-rewind ONEDIRT EXCLUSIVE CONTENT

MARK MARTIN TALKS DIRT

Mark Martin is one of auto racing’s greatest drivers of all time. From dirt to pavement and all points in between, this Batesville, Arkansas, driver has enjoyed great success on every possible level. In this interview, he shares his thoughts about dirt track racing, and the formidable challenges it presents today’s drivers.

ILLINI 100 COMES TO LIFE

Were you not lucky enough to attend the 2016 Illini 100 at Farmer City Raceway in Illinois? Fear not my race-hungry compadres, as Hunter Sayers and Racing411 bring us this awesome mash-up video that recaps the entire weekend at the black-dirt bullring.

VINTAGE VIDEO ONEDIRT EXCLUSIVE CONTENT

THE FABULOUS FRONT STUBS

OneDirt cameras swing through the fabrication shop at Larry Shaw Race Cars in Batesville, Arkansas, to learn more about what goes into building front stubs for Modifieds. Fabricator and racer Jason Wilkey guides us through the process. 14 OneDirt.com / Vol. 3, Issue 2

Young whipper-snappers like Sammy Swindell, Steve Kinser, Doug Wolfgang, and Ron Shuman tackle the 1/2-mile oval at the famed Knoxville Raceway with the World of Outlaws Sprint Cars in this 1979 video by Dick Wallen.

For more videos, search “Video Rewind” at OneDirt.com.

RACER PROFILE

REMEMBERING BUDDY LOYET Racing pets, like all animal companions, become part of the family. Racing pets and their owners share a unique bond, however, as they often get to spend time together in the shop, on the road, at the track, and sometimes in Victory Lane. But, that relationship also makes it so hard to say goodbye. For the past five years, Sprint Car driver Brad Loyet’s golden retriever, Buddy, developed a loyal Facebook following and his apparel became some of the hottest-selling at every racetrack he visited. He lived to go racing and made an indelible impression on everyone he met. Sadly, after undergoing weekly treatments, Buddy lost his battle with an aggressive form of lymphoma on Memorial Day weekend. He was just 5 and a half years old. The Loyet Motorsports cars feature a decal with Buddy’s likeness this season and the inscription, “Racin’ for Buddy.” Brad Loyet of Oakville, Missouri, is a three-time POWRi National Midget Series champion, an accomplished ASCS competitor, and a winner in both 360 and 410 Sprint Cars. Still, his dog was the celebrity of the family. Buddy even had a t-shirt produced for each year of his life. Brad’s father, Joe (who recently had air conditioning installed in the race shop just for his grand-golden), came up with the idea. Other racing pets may have their own t-shirts these days – Bryan Clauson’s dog, Chevy, is just one example – but Brad Loyet said Buddy was the “original traveling-circus dog.” Buddy’s Facebook page, which boasts more friends than many

Buddy Loyet 2010–2016

humans, features an overview of the dog’s life since he was a puppy and includes photos of him doing everything from playing frisbee to laying on the beach and hanging out at the track. According to Loyet, Buddy didn’t know a stranger. After the races, he would take him off his leash, and the friendly dog would run around the pits and visit old friends or make new ones. Buddy went to the shop every day and traveled to every race. In his all-too-short life, he made it to every state west of the Mississippi. Rest easy, Buddy.

For even more pics, search “Buddy Loyet” at OneDirt.com.

16 OneDirt.com / Vol. 3, Issue 2

The Difference Is Clear DRIVEN PROTECTED

SCORCHED OIL

HEAT DAMAGED

SPEND A LITTLE ON OIL. SAVE A LOT ON PARTS. Oil not only reduces friction and wear, it provides vital cooling. Extreme temperatures in the valve springs, camshaft and pistons will break conventional oil down faster than synthetic, which has a greater “specific heat” capacity. The “viscosity index” measures a base oil’s quality and is based upon the highest quality conventional oil – Pennsylvania Crude. PA Crude’s viscosity index is 100. Historically, the preferred synthetic base oil has been PAO, with an index of 140, until the recent development of mPAO, which has an index of 200. Driven uses mPAO to create a lightweight oil with a high HTHS quality (High Temperature High Shear) that’s less sensitive to heat and won’t break down under extreme friction.

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To support lab tests with real world results, Driven had to look no further than Dennis Wells of Wells Racing Engines, who actually mailed in a bag of used rocker arms. Dennis’s class rules require stock rockers and he was hesitant about spending a little extra for oil on his claimer motors. HighRPM circle track racing creates extreme heat and scorched oil that breaks down, burns off and gums up on parts with the carbonized, heat-retaining residue. Reduced viscosity causes heat friction that changes the properties of the metal, making it brittle and fail.

Fortified with mPAO, Driven won’t break down under extreme heat or friction and cause part failure.

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After repeatedly replacing failed parts, Dennis switched to Driven’s mPAO-fortified synthetic racing oil and was impressed enough to mail that bag of parts to show before and after making the switch. That’s real-world feedback no lab can beat. Change to Driven or change parts. It’s that simple.

Five wide Lucas Oil Late Model Dirt Series competitors go five-wide during the inaugural Buckeye Nationals at Atomic Speedway (Ohio) in May 2016.

18â&#x20AC;&#x192;OneDirt.com / Vol. 3, Issue 2

Photo by Tyler Carr

TO LIVE BY

By Jeff Smith Photos Jeff Smith

How to avoid common carb tuning mistakes

Photo by Rick Schwallie

o often in racing, it can be as much about what you do correctly as about avoiding the costly mistakes that prevent finishing the race. Experience is a great teacher for preventing some of the near limitless ways there are to lose a race. Among the positive steps toward winning are simple Holley and Rochester Q-jet carburetor techniques that not only prevent problems, but also improve power and throttle response. JET Performance has decades of experience building Holley and Rochester carburetors for circle track racing, yet this knowledge base is often overlooked. None of the ideas here are groundbreaking, but they all have evolved out of the crucible of competition. You might even roll your eyes and think “Everybody knows these” – until you discover you’ve committed at least one of these miscues in the past. We won’t ask for a show of hands, out of consideration for the guilty. Instead, consider this as a gentle nudge to go out into the shop right now to ensure you’ve covered these five simple steps to getting close to that checkered flag. 20 OneDirt.com / Vol. 3, Issue 2

1. Check What?

Check WOT. Yeah, that’s right. When did you last have the driver mash the throttle pedal and physically check wide-open-throttle (WOT) at the carburetor. If the carb has been removed or the engine’s been out, or there’s now a spacer under the carburetor, don’t assume everything went back in the way it came out. It only takes a moment or two. It might be worth the effort.

2. Richer is not Always Better

The old line used to be “You can’t be too rich or too thin.” But, when it comes to race engines, too rich isn’t where you want to be. If you don’t have a wide band oxygen sensor, how do you know what the air-fuel ratio really is? The typical response is to add fuel in response to issues with a hesitation or a misfire, but common problems like these can be just as often caused by an over-rich condition. Unlike in drag racing, throttle transition tuning is essential to modulating power coming off the corners. Too much accelerator pump fuel can make an engine lazy yet seem lean. There are multiple paths to excessively rich mixtures that have nothing to do with atmospheric changes. A dual band air-fuel ratio meter in the car can reveal bushel loads of information, especially if you are willing to step up and data log during testing. And this isn’t just for gasoline-fed race engines.

Nearly all air-fuel ratio meters will also monitor ethanol, E85, and even methanol air-fuel ratios just as easily. Perfecting air-fuel ratios (rich or lean), especially for part-throttle corner exit, can effectively lengthen the straightaway for your driver. Who doesn’t want that?

4. Fuel Pressure

3. Undersized Fuel Filter

So, you have a killer fuel pump capable of 90 gallons an hour at 5 psi and the fuel lines are hand-bent to minimize flow restrictions. Why, then, are you running that cheesy, take-apart piece with the surface area barely larger than a dime? It may not be a restriction when its clean, but imagine what happens to fuel flow the moment it begins to clog up from dirt. A larger filter with a cartridge area of 50 to 60 square inches allows for more than sufficient filter area without sacrificing fuel flow. For example, JET’s cellulose version offers 10 micron filtering capability combined with a larger filter area to prevent a restriction. If you race with E85 fuel, be aware that stainless filters should be the only choice. JET offers this as an option with 100 micron filtering capability. E85 often reacts with cellulose style filters, which can quickly clog even these larger filters.

The first important question is do you know what your fuel pressure is under load? Many racers don’t even bother to check pressure, and if they do check pressure, it’s at idle on a dead-head system with no return system. This can lead to low fuel pressure at WOT when demand is high, especially if the pump is marginal. Alternatively, there is evidence to suggest that fuel pressure exceeding 5 psi can cause aeration in the float bowls of both Holley and Rochester carburetors. This aeration will affect fuel metering and could also be the cause of air-fuel ratio related problems. That’s why JET Performance adds larger (0.135-inch) needle and seat options for their circle track carburetors, like the Circle Track Rochester Q-jet. A larger needle and seat increases flow without resorting to high fuel pressures. Even stock Q-jets are sensitive to fuel pressure, due to their short float fulcrum length which reduces leverage and, therefore, sealing pressure on the needle and seat. There is growing evidence to support the notion that lower fuel pressure combined with sufficient fuel flow rates and larger needle and seat flow areas can produce a more stable air-fuel ratio over a large rpm band.

5. Power Valve Tuning

Some poor ideas die hard, and among these is the misconception the primary power valve should be blocked off in favor of richer main jetting. The truth is that much of mid-corner performance is fed by deft application of part-throttle power. The advantage of a tunable power valve is that leaner main jets can produce crisper throttle response for early onset throttle. This leaner air-fuel ratio is then augmented at the proper time with fuel delivered by the power valve. Adding this fuel is controlled by two factors: when the fuel is delivered and how much fuel is added. The when is triggered by manifold vacuum so the tuner can choose either early fuel (such as 8.5 inches Hg) or later (4.5 inches Hg). The amount of additional fuel is controlled by the power valve channel restrictor (PVCR). This can be a valuable tuning tool that can be easily custom-tuned to match driver preference. Sometimes, just the suggestion of more power with a crisper throttle is as good as a real power increase. If nothing else, the tuner is a hero – with help from JET Performance. OneDirt.com 21

HIGHS

&LOWS

Chris Blais has seen it all, but it hasnâ&#x20AC;&#x2122;t slowed him down By Brady Alberson Photos Steve Schnars

t 35 years old, Chris Blais has experienced almost all the highs and lows life has to offer. The accomplished off-road motorcycle racer from Southern California is the last American to have finished on the podium at the Dakar Rally, and was competing at the top level of his profession when a crash in the desert left him paralyzed from the waist down in 2007. A true racer at heart though, Chris has recently found a new home in dirt track racing. Some have labeled the dirt motorcycle lifestyle as “life behind bars,” alluding to both the handlebars that steer the machine and the inevitable addiction that ensues after your first ride. Chris, whose father was a motorcycle technician and an avid desert racer himself, grew up in Orange County, California, with a special fascination for dirt bikes. For Chris, that first ride came at the fragile age of just 3, and the young rider was immediately hooked.

I got really lucky. I thank God I’m still alive and get to enjoy my life. As his love for dirt bikes grew, Chris began to engulf himself in the industry. While racing sporadic desert races when he could, the teenager worked in just about every department of the motorcycle industry, first at the dealership with his dad, and later, at the American Honda Motor Corporation. Chris began competing in “real” desert races in his late teens and performed well enough to turn his existing relationship with Honda into a type of sponsorship deal. Support for his racing program evolved from free tires every now and then to new bikes and all of the other equipment needed to go racing. After a couple of years of amateur racing in the Honda camp, the rider from California tried out for — and made — the highly-coveted Red Bull KTM Off Road Racing team. Things moved quickly once Chris joined KTM’s team. Within a year, the 22-year-old rider was signed up to enter the most prestigious off-road race in the world, the Dakar Rally. Chris explains the significance of the event. “It’s actually put on by the same organization that does the Tour de France, OneDirt.com 23

I was really starting to need to get that fix again. I went to one race … and that was all it took. Next thing you know, I was getting out some cash to buy a car.

so that puts it into perspective of how big this event is and how much money is involved,” he says. “It’s a 17-21 day race, covering roughly 6,000 miles. Even as a private rider to go do this race on a dirt bike with the bare minimum of equipment and crew expenses, you’ll still spend at least $100,000 for the whole thing. It’s like a couple of seasons of racing combined into one race, that’s how hard it is, mentally and physically.” Chris entered his first Dakar Rally as one of the youngest entries ever for the KTM factory team, but the rider silenced the critics and finished in an impressive 9th position overall in 2005. He returned the next two years and finished 4th in 2006 and 3rd in 2007, becoming only the third American in history to finish on the podium at Dakar. And then just as his career was gaining momentum, Chris’ life trajectory took an unexpected turn. In the summer of 2007, he experienced a horrible crash that left him paralyzed from the waist down. During a prerun before a race in Las Vegas, Chris lost control of his bike at nearly 80 mph. “I was still conscious the whole time, but when I went to get up, I couldn’t 24 OneDirt.com / Vol. 3, Issue 2

move, and I couldn’t feel my legs,” he says about the accident. Chris’ teammates and other competitors quickly came to his aid, but Chris laid there in the desert for three hours before medical crews were able to get to him. “I got really lucky,” he says. “I thank God I’m still alive and get to enjoy my life. If I would have had a major internal injury or bleeding, I probably would have been done there on the spot.” Using money raised by the Off-road community, Chris spent one and a half years in a rehabilitation program called Project Walk. While Chris was still racing for KTM, the young racer proactively tried to set himself up for life after professional racing by starting his own business, Blais Racing Services. Using knowledge gained from a lifetime in the industry, his business specialized in engine rebuilds and other dirt bike services for the racing community. Once his own racing career came to an untimely end, Chris’ forward thinking provided a way to make a living in the Offroad industry, despite his new limitations. Although life had taken a drastic turn, Chris still strongly felt a pull to racing. He

raced radio-controlled cars and eventually purchased a Polaris RZR for off-road racing. He used both avenues as he searched for an avenue to challenge himself. Unfortunately, neither option seemed to quench his thirst for adrenaline like a motorcycle did. Chris noted that the R/C cars weren’t intense enough, and racing the Polaris was too easily mastered. Again, he began looking for a new way to fulfill his racing needs. Finally, Chris was introduced to something completely foreign to him — circle track racing on four wheels. John Aden, owner of Wheel 2 Wheel Raceway in Victorville, California, approached Chris about the new prospect in early 2015. Aden’s track is a 1/8th-mile dirt oval that features a unique class called Speedway Sprints. Don’t let their size fool you; while these Speedway Sprints are barely larger in size than a standard Quarter Midget, they boast a 500 cc Jawa motor that allows them to rip around the small track and produce exciting racing. “Growing up, I never even looked at cars or circle track racing stuff ever,” Chris admits. Without the option to race motorcycles anymore however, it didn’t take long

for him to become attracted to this new frontier in motorsports. “I was really starting to need to get that fix again,” Chris says. “So, I went to John Aden’s house and checked the cars out, then I went to one race and watched them, and that was all it took. Next thing you know, I was getting out some cash to buy a car.” A lot of work had to be done to prepare the car to accommodate Chris’ situation. Fortunately, John Aden was happy to lend a helping hand to modify a car. “John basically worked with me on all the hand-control setup,” Chris explains. “We kind of set it up like an old Honda Odyssey, so the brake and gas are on the steering wheel. We took the pedals out and modified some stuff so we could strap my legs in. Now it works perfectly; I’m not at any disadvantage whatsoever.” Chris admits getting the hand controls to feel comfortable proved difficult, but he and Aden worked to create a natural feel that could be carried over from his vast experience of racing motorcycles. With 2015 being his first season racing on four wheels on a dirt oval, Chris is proud to report he was consistently recording finishes in the Top 5 by the end of the season. As many new racers come to learn, Chris notes the steepest learning curve has been figuring out how to set up the car to the track. “That’s where I’m stuck at. I think I can drive the car fast and really hard, but if you miss the setup at all, it’s not going to work. The problem is you don’t really have a way to transfer the weight of your body or adjust for any setup issues like you can on a motorcycle. If the car sucks, it’s just going to suck,” Chris laughs. Perhaps most important is that Chris is having fun and being challenged in a different way than ever before. “I’m really enjoying it,” he notes. “I was used to desert racing where you have a lot of guys on the start, but then you get into your own groove and don’t see anyone for a while. This stuff is up close and personal! I mean, we’re going into a turn three-wide, and you’re just fully committed!” To this day, Chris is still heavily involved in the off-road motorcycle scene. Aside from his home business of servicing various racers’ bikes, he also sponsors and supports four young riders who are working to pursue their dreams of professional off-road racing. Furthermore, his wife, whom he met at the races, competes in desert races on Quads in the California area.

We kind of set it up like an old Honda Odyssey, so the brake and gas are on the steering wheel. We took the pedals out and modified some stuff so we could strap my legs in. Now it works perfectly. I’m not at any disadvantage whatsoever. Despite the turn Chris’ life took, the California racer maintains an attitude of someone living out their dream. “This is just what I do; I couldn’t ask for anything more,” he says. “I love working on bikes, and I love helping people.” As for his future in circle track racing, Chris says he’s open to anything. “Right now, I’m just having fun,” he says. “If the opportunity ever arose to try someone’s vehicle, I’d be into it. I tell everyone, follow your dreams, and it might happen. I mean, it did for me.”

While his time as a professional motorcycle racer was cut short, Chris is greatly thankful for his life and is just happy to still be here. He didn’t let being paralyzed from the waist down stop him from pursuing his passion. Rather, he embraced this challenge and still found a way to channel who he really is: a true racer. “I’ve got a long life to live, so I keep moving forward. The direction just got changed up a little!”

I tell everyone, follow your dreams, and it might happen. I mean, it did for me. OneDirt.com 25

GET

LOCKED UP Torque converters for circle track By Brandon Flannery

utomatic transmissions have become a staple of circle track racing. Time and technology have brought those once-sloppy “slush boxes” from scorn to superiority. Unless the rules call for a transmission that matches what originally came in the car, the preferred automatic is the PowerGlide. Though long out of production, they enjoyed a revival in the 1980s that never stopped as racers and manufacturers learned how to tune them for the track. Their lower weight alone increases speed and reduces wear and tear on the valvetrain and drivetrain. A properly dialed-in Powerglide can use as little as 18 horsepower. Transferring engine power to the transmission is done through a torque converter. They work much like a clutch, but use fluid pressure instead of a mechanical coupling. Engine speed and an internal pump cause the fluid to turn finned components that route the fluid against itself to drive the transmission. 26 OneDirt.com / Vol. 3, Issue 2

Torque converters have a pre-set “stall speed,” which is the rpm level at which the converter becomes “locked up,” or transmits full power to the transmission. Below this, there is no grip and the transmission is disengaged from the engine. Unlike their mechanical counterparts, “fully locked” fluid couplings rarely achieve 100 percent efficiency. Average slippage in a stock torque converter is 8 to 10 percent and can be as much as 12. Unwanted byproducts of this slippage include excess heat and power loss. At 10 percent, an engine turning 5,000 rpm can lose 500 rpm in the process. In a racing scenario, even 6 percent is considered high. So how does a racer achieve a better coupling for circle track racing? We turned to Scott MIller of TCI for answers.

“Racers have to work within their track and class rules,” Miller says. “Many of them require a converter that looks like a factory stock piece. Finding a stock converter that has a low enough stall speed can be done, but it will slip and waste power.” The solution? An aftermarket converter inside a stock housing that is purpose-built. TCI converters reduce slippage down to 2 to 3 percent. That translates to reduced heat and power when you need it. The ideal converter should stall just enough to get the car in gear without killing the engine, generally between 1,000 and 1,600 rpm. That converter should be locked up above the stall speed anywhere on the track, including yellow flag restarts. “On the track, you want

the converter to act as much like a direct-drive unit as possible,” says Miller. “This will let you pick up the throttle on your turn exit and use all of the engine’s torque to power out of the turn. If your stall is higher than that point, you are giving up power.” This differs from a drag racing converter that relies on a higher stall. Those engines stay in the power band from start to finish, with an average 1,000- to 1,500-drop in rpm between shifts. Circle track racers are on and off the gas, and even if peak torque is around 5,000 rpm, it would be wasteful to have the converter stall up to that point. Additionally, a high stall can cause wheel spin as it “grabs” at a high engine rpm, and cause problems in the corners. The logical answer would be to use a converter with the lowest stall possible. Unfortunately, torque converters with lower stalls are generally much larger, and a larger converter means more weight. Excess weight, especially when stretched out at the back of the crankshaft’s centerline, hurts acceleration. Smaller converters weigh much less, but often come with a higher stall. It becomes down to balancing stall speed and rpm Obviously, if the rules allow a smaller converter, one should. A 12-inch converter can weigh around 32 to 33 pounds with fluid, while a 10-inch unit checks in 6 to 10 pounds lighter. In terms of rotating weight, that is significant, particularly among classes with lower horsepower engines. Thankfully the crew at TCI can build low-stall torque converters in 12-, 11and 10-inch sizes to fit any rules. Their units come with precision-certified stall speeds to your specs and are strengthened on the inside to withstand the extreme pressure changes circle track racing creates. “We add a heavy-duty stator and replace all thrust washers with bearings where possible,” says Miller. “We also create a stronger turbine and impeller

LET’S TALK CHEATING!

pump by furnace brazing the fins, and for the circle track converters, we go back in and hand-tack them for added reinforcement. Stock fins are usually stamped into place and the ends folded over. Under racing stress, this is a very weak design, and the resulting flexing will cause unwanted slippage. Obviously, the stronger we can make those components, the more efficient our fluid coupling will be.” Since torque converters generate a lot of heat, and heat is bad for the rest of the transmission, Miller feels an external cooler should be used whenever possible. Though some feel having the trans fluid ran through the bottom of the radiator helps bring the transmission up to operating temperature in the pits, Miller feels the trade-off of engine heat back into the system under racing isn’t worth it. “Plus, in the event of a damaged radiator, water can get into the transmis-

Cheating is a part of racing, especially when it falls into “creatively interpreting the rules.” There are some tracks that require a “stock appearing converter” and say nothing more. Racers there can use a “gutted” converter that is there to meet the rules, and pair it with a clutchless PowerGlide. This has the effect of working as a direct drive, and the significant reduction in weight helps to make power. For those tracks that require a “functional, stock-appearing” converter, TCI does make a non-functioning, direct-drive “dummy converter” in 10- and 11-inch diameters that can be tailored a number of ways. Some tracks check for dummy converters by using a heat gun, and some have minimum amounts of fluid that need to be drained out for it to pass. For these, TCI adds a drain plug, allowing racers to fill them with fluid. Some racers under the heat gun rules have been known to add a little sand to the converter instead of fluid to create enough friction to fall within the heat specs. Generally, the amount of sand weighs less than the converter filled with fluid, and this saves weight, which makes power. “We have even built a converter that pumped hot fluid from the transmission into the converter,” says Scott. “But by the time you do all that, as efficient as our race converters are, you’re not really gaining enough advantage to outweigh the risk.” The question comes down to: What is it worth to you? Like everything in life, there are options. Even in circle track torque converters.

sion’s fluid system and cause all kinds of damage,” he says. “It’s cheap insurance to separate the two systems.” As always, the number of variables when selecting the proper torque converter are numerous and best results are going to be achieved by skipping the guessing step and calling somebody like the TCI TRANSHELP hotline to speak with one of their trained professionals. They’ll get you sorted out and on your way to victory lane in no time. Source: TCI tciauto.com

OneDirt.com 27

HAMMER HILL

The Greatest Show on Dirt returns to I-30 Speedway By Ben Shelton

veryone knows the old saying “absence makes the heart grow fonder.” For racing fans in Little Rock, Arkansas, this thought perfectly summed up their anticipation for the return of the World of Outlaws (WoO) Craftsman Sprint Car Series to their beloved I-30 Speedway. April 23, 1994, Mark Kinser took the checkered flag at Tracey Clay’s 1/4-mile bullring on this fateful night. As the checkered flag flew, it’s fair to assume most racing patrons would’ve never dreamed it would be more than 20 years before “The Greatest Show on Dirt” thundered into town again. However, this would prove to the be the cold-hard fact. So, fast forward to late 2015, when it was announced at the Performance Racing Industry (PRI) tradeshow in Indianapolis that I-30 Speedway would be returning to the WoO docket in 2016. Supporters of the track, known as Hammer Hill, instantly went insane with excitement. “I knew that this show would generate a lot of buzz, but I’ll be honest that even I wasn’t prepared for the instantaneous outpouring of excitement,” said track promoter Tracey Clay. “I mean as soon as the word hit the street that this race was coming, my phone starts blowing up with people wanting to know how they could buy tickets. It was really awesome.” 28 OneDirt.com / Vol. 3, Issue 2

Photo by Scott Frazier

Photo by Seth Lacewell

Photo by Scott Frazier

Photo by Seth Lacewell

OneDirt.comâ&#x20AC;&#x192;29

Photo by Scott Frazier

Photo by Seth Lacewell

Photo by Scott Frazier

30 OneDirt.com / Vol. 3, Issue 2

With the WoO Sprint Car invasion slated for Tuesday, April 23, it gave racers and fans alike more than four months to await the event. The extended period of anticipation was both a blessing and a curse for some. Diehard Sprint Car fan Kevin Newsom found himself scouring weather forecasts for weeks in advance of the mega-event. “I-30 Speedway isn’t exactly known to have the best of luck with weather and big Sprint Car races, so yeah, I was pretty nervous about rain,” laughed Newsom. “I found myself hawking over the forecast leading up to the race. It didn’t help my nerves that rain chances started getting introduced as the race got closer. Luckily, the weather held off just long enough and we got to see an awesome show.” Weather did indeed stand in the corner of I-30 Speedway. Cloudless skies and warm weather ruled. Forecasted rain didn’t arrive until well after midnight. The end result was a picture-perfect night for a big race at the Arkansas facility.

Photo by Scott Frazier

Photo by Seth Lacewell

Photo by Scott Frazier

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To see more, search “Hammer Hill” at OneDirt.com. 32 OneDirt.com / Vol. 3, Issue 2

Photo by Scott Frazier

Twenty-seven Sprint Car pilots invaded the red-clay oval to put on a show for a capacity crowd. The packed house would definitely not be disappointed by the product. Side-by-side racing and slide jobs reigned supreme, and when the final checkered flag dropped on the night, the crowd was more-thanpleased with the outcome. Jason Sides from nearby Bartlett, Tennessee, who regards I-30 Speedway as his home track, claimed the $10,000 triumph over hard-charging foes David Gravel and Daryn Pittman. Moments after performing a series of wild, celebratory donuts in the infield in his familiar #7 Sprinter, an emotional Sides was joined in victory lane by countless family and friends. “This is the closest to home that we’ve ever won an Outlaw show, and there’s a lot of family and friends, who made the trip over from Memphis tonight, so this is really a special moment,” commented Sides in victory lane. “This track was just awesome tonight, and I want to thank the Clay family for bringing the World of Outlaws back to the Mid-south.” Fans definitely got their money’s worth from the colossal show. Plans are already underway way to bring WoO back to I-30 Speedway in 2017. Until then, enjoy this photo recap from the event.

Photo by Seth Lacewell

Photo by Scott Frazier

Photo by Seth Lacewell

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IMPROVING EXPERIENCE VP’s StayWet changes the game

By Ben Shelton

e’ve all been there at one time or another. It’s not a happy place to be. You’ve traveled to a dirt track for a night of family fun. It’s a beautiful evening, and you and the entire family are really excited. There’s a great field of cars in the pit area. Everything seems perfect, so what could go wrong? The first green flag of the night waves and just like that, the night takes a drastic turn for the worst. Red plumes of dust are hurled at the grandstands. In the blink of an eye, your entire family is covered in a layer of dirt. You instantly rub your eyes to remove the grit, and even after you do, you still can’t see a thing on the track because of the dust. Your drinks are ruined. Your nachos are ruined. Your kids are crying. The night has instantly turned into a complete disappointment. This very type of experience motivated Dane Miller with VP Racing Fuels to discover a solution. “I had moved to South Carolina a few years back and decided one night to go to a local dirt track,” remembers Miller. “I was pretty excited to check out the local racing scene, but my excitement was quickly vanquished. The dust was so bad that I couldn’t even see the front-stretch. It was a pretty miserable experience.” Miller had experienced dirt racing in other parts of the country, so he knew this wasn’t the norm. He also knew there had to be some type of remedy to alleviate some of the problems both racers and fans were experiencing with the dust. “I wasn’t naïve to the fact that the soil that most tracks have to use in the Southeast is less than ideal, but I still thought that a solution could be created to improve the overall experience,” says Miller. 34 OneDirt.com / Vol. 3, Issue 2

Photo by Heath Lawson

In Spring 2014, his research began. He collected samples of dirt from different tracks in the area and initially experimented with how they reacted with just water. From there, Miller began experimenting with adding different types of dish soaps and laundry soaps — that many tracks claim they use — to the dirt samples to see how it affected moisture and consistency. “My goals from the outset were pretty simple. First and foremost, I wanted to reduce the rate of drying in the samples. Secondly, I wanted to find combinations of additives that would also aid in compaction, which would result in wider, racier surfaces,” recalls Miller. Miller also knew it was important to make sure the formula for his additive was environmentally friendly, so that it wouldn’t create any issues with tracks and the EPA. Through diligent research, he was able to create a combination of additives that wouldn’t contaminate soil or groundwater. By late 2014, his product was ready for testing, and he took it to Modoc Speedway (Modoc, South Carolina) to give it a try. “Mr. Cushman, who owns Modoc Speedway, has battled a dust problem since he began running the place, and he was desperately looking for solutions,” remembers Miller. “I took a gallon to him, and we worked it into the track surface with his water truck and track prep equipment. The next race night was the proving ground, and Mr. Cushman couldn’t have been any happier. The dust was much more manageable, and the flying grit was considerably reduced as well. He ordered two more gallons immediately.” Miller also introduced the StayWet additive at Cherokee Speedway (Gaffney, South Carolina) late that year, and the results were much the same. “The track staff at Cherokee used StayWet for the first time at the Blue/Grey 100 that same year, and again, the results were obvious immediately,” says Miller. “Lenny (Buff) told me that the dust was considerably reduced. He also told me that they had been having trouble with the track coming apart, but this wasn’t an issue whatsoever after adding the StayWet. It was smooth, and the groove was much wider.” Drivers also made comments on the noticeable change of the track surface at Cherokee Speedway. “It really caught my attention, when Jonathan Davenport and Kevin Rumley came up to me and said, ‘Man this track was 100 percent better than normal tonight.’ That’s when I knew I was really onto something.”

With momentum in his corner, Miller spent the winter of 2014-2015 doing more research and improving the product. The 2015 racing season found StayWet gaining traction with tracks across the country; more than 50 tracks have now implemented it. Miller is quick to note StayWet can serve many purposes. “Initially, I developed this product to reduce dust, but it’s quickly grown to serve several different purposes,” says Miller. “It also improves compaction and consistency of the track surfaces, which makes tracks racier by widening the racing groove. In addition, some tracks use it during intermissions, just before the main events, to bring the surface back to life, top to bottom.” Different types of surfaces require different amounts of the additive and different preparation techniques. Miller works with tracks to find that magic combination. “No two tracks are going to need the same amount of StayWet, nor are they going to need the same type of grading and tilling,” notes Miller. “There are slight variances across the board, but the one common denominator is that I’ve yet to have a track tell me that it hasn’t helped with their issues. Whether it be dusty compaction, or narrow racing grooves we’ve been able to solve a lot of issues with StayWet.” It might surprise people for a race fuel company to become involved in promoting a track conditioner like StayWet, but VP Racing Fuels president Alan Cerwick points out VP has always been on the leading edge of technology with products that improve individual racers’ performance, and racing in general. “That includes our fuels as well as our Lane Choice traction compound for asphalt tracks,” he says. “When we saw the technology behind StayWet and the benefit it offers to the racing community, we were convinced it’s a perfect fit with VP’s product portfolio.” While StayWet is already making a big splash in the dirt track world, Miller concludes with what he finds to be the most exciting aspect. “I’m so very excited on what we’ve accomplished so far, but what gets me even more excited is that we are working daily to make it better and better. The bottom line is that our pursuit of ideal, track conditions will never end.” Source: VP Racing Fuels StayWet, staywetxtc.com

Photo by Gene Lefler

OneDirt.com 35

Sprint Car pilot Jonathan Allard redefines the term “road trip” By Ben Shelton

acers across North America often joke that in the heart of racing season, it’s not uncommon to wake up in the morning unable to identify what city or even what state they are currently in. It’s just part of the baggage that comes with living life as a throttle-mashing nomad. As challenging as it can be to sometimes identify your locale here in the continental 48, imagine just how tough it would be if you frequently bounced back and forth between the United States and New Zealand to race. Enter the life of California-native Jonathan Allard. “Yeah, sometimes it can get a little mind-boggling when you are hopping planes between the U.S. and New Zealand,” laughs the personable 39-year-old. “It’s only about a 12-hour flight, but you lose a day during the course of the trip, and that in itself can twist your brain. However, I wouldn’t have my life any other way.” Jonathan grew up in Chico, California, in a racing family. His father and brothers were active in the sport, so it was only natural Jonathan would be fueled by the same desire to compete. “I just felt that competitive nature inside me when I was young, and my first taste of racing came about the age of 6, when I started racing bicycles,” remembers Jonathan. “We traveled all over the country doing BMX races and just got to a point where we realized we are spending a lot of money to just race for trophies.” Watching his older brother, Stephen, race Go-Karts really caught Jonathan’s attention. “The motorized stuff definitely seemed more appealing than the pedal stuff,” Jonathan jokes. “By 1986, I got my first taste of Go-Kart racing, and I was hooked from the get-go.” 36 OneDirt.com / Vol. 3, Issue 2

Photos by Steve Schnars

Sometimes it can get a little mind-boggling when you are hopping planes between the U.S. and New Zealand. It’s only about a 12-hour flight, but you lose a day during the course of the trip, and that in itself can twist your brain. However, I wouldn’t have my life any other way. – Jonathan Allard Photo by JDS Imagery

Jonathan enjoyed Go-Kart racing for the next seven years until a new love entered his life. It came in the form of a Sprint Car. “If you are into racing, growing up on the West Coast, you just have to be in awe of Sprint Cars,” notes Jonathan. “It’s just the way it is.” In 1993, he got his first taste of Sprint Car racing. He would dabble in the division until 1996, when he sold every piece of Go-Kart equipment he had to put his sole focus on Sprint Car racing. He ran weekly at his home track, Silver Dollar Speedway in Chico. For the 17-year-old, it was a dream come true. “We were about as low budget as low budget could be, but we made do,” Jonathan recalls. “We were a small, family-owned team, and I was incredibly lucky to have someone sponsor me a 410c.i. engine.” Jonathan quickly adapted to the new challenge and soon found himself as a frequent flyer in victory lane. He wreaked havoc up and down the West Coast. “By 2000, things really started to ramp up for my program, and I was offered my first full-time ride with a team,” remembers Jonathan. “From that point, it seemed like my career was really in the fast lane.” The 2004 season found Jonathan jumping on the World of Outlaws (WoO) Sprint Car tour to compete for the Kevin Gobrecht Rookie of the Year title. While the year started a little slowly, as he adjusted to tracks he had never seen, Jonathan had begun to hit his stride by mid-season. That’s when fate interjected itself into his career. “I got an eye injury in a crash at Rolling Wheels Speedway in New York in 38 OneDirt.com / Vol. 3, Issue 2

May, and it really started affecting my nighttime vision,” recalls Jonathan. “So, I went to a couple of doctors and ultimately learned that I had a bruised retina and needed to take the rest of year off from racing to allow it to recover. It was pretty tough to swallow.” While Jonathan headed to the sidelines, the team he had been driving for on the WoO tour soldiered ahead with another driver. This left Jonathan looking for new options. “At the time, it kind of felt like the end of the world, but as fate would have it, it might’ve been one of the best things to ever happen to me in my career. It’s funny how things work out sometimes,” he says. Jonathan helped a few teams around the house before being offered a seat in the Morrie Williams-owned ride in 2005. His tenure aboard the famous #0 entry would produce a lot of success.

“Plain and simple, Morrie was just an amazing car owner,” said Jonathan. “He gave me everything and more than I could ever need, and we enjoyed incredible success together. I’ll always be indebted to him for the opportunities that he afforded me.” During his time in the Williams Motorsports entry, Jonathan also began to expand his racing resume internationally. It was during this time that fate intervened into Jonathan’s life once again. “Back when WoO went and ran in New Zealand in 2006, I met a guy down there who ended up buying a car from me,” Jonathan recollects. “In 2009, he asked me to come back and run a few races for him. Not only did I really enjoy racing down there, but it ultimately led to me meeting the love of my life, and future wife, Lani.” Racing in New Zealand allowed Jonathan to not only expand his racing oper-

ations, but also exposed him to an amazing atmosphere for a driver. “Racing in New Zealand is just incredible,” quips Jonathan. “The tracks there tend to be located in the center of huge cities — comparable to San Francisco. Every race has at least 10,000 fans in attendance, and their enthusiasm creates an insane atmosphere. I love every minute of racing there.” Spending five months a year racing in New Zealand and the other seven months of the calendar competing in the United States allowed Jonathan to make a decent living in the racing world. As he racked up countless accolades on two different continents, it seemed things couldn’t get much better. However, as life often has a way of doing, it threw him a painful curveball on December 24, 2012. On that Christmas Eve, Jonathan’s older brother, Stephen, passed away unexpectedly at just 40 years old. It was a life-changing experience for Jonathan. “I was clearly devastated, and wasn’t sure which direction to go next,” remembers Jonathan. “For a moment there, I questioned even staying in racing, but then I realized that my brother would’ve punched me in the nose if I had ever

mentioned quitting to him. It definitely changed my perspective on life though, and made me really appreciate every second that I get to spend with my family.” Not only did Stephen’s passing change Jonathan’s perspective on life, but it also changed his direction in the sport. In 2014, he made the extremely tough

decision to leave the Williams Motorsports ride to become the pilot for Clyde Lamar’s #3 Tri-C Motorsports machine. “It was really tough to leave the Williams ride because they were so good to me, but Stephen’s passing was part of the decision in me moving to the Clyde Lamar entry,” notes Jonathan. “Prior to his

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Racing in New Zealand is just incredible. The tracks there tend to be located in the center of huge cities, comparable to San Francisco. Every race has at least 10,000 fans in attendance, and their enthusiasm creates an insane atmosphere. I love every minute of racing there.

passing, Stephen had worked out a deal to drive Clyde’s car, so for me it felt like I was carrying on his legacy by taking over that ride. Every time I get in that car, I feel like he’s right there with me. I wanted to finish that deal for him.” After eight years of driving for Morrie Williams, it initially proved to be a tough adjustment for Jonathan to move to a new team. “It was definitely a challenge at the beginning, but I have zero doubt that I made the right decision,” he comments. In 2011, Jonathan’s car owner in New Zealand elected to pursue other interests and sold his team. Jonathan wanted to keep racing down under, so he put together a small operation to allow him to run the five-month schedule. “I really learned a lot at that point about treating this sport like a business and racing smart,” says Jonathan. “It’s worked out well, and honestly I’m looking to put something similar together back here in the United States. I look at what guys like Brian Brown and Jason Johnson have done with their own teams, and I hope to be able to achieve something like that in the very near future.” In January 2014, he married Lani. Their time together proves to be quite different than most marriages. Lani and her son continue to live in New Zealand, where she operates her own business. He spends five months living with her in New Zealand, while 40 OneDirt.com / Vol. 3, Issue 2

racing there over the winter. During the other seven months of the year, she flies to California every other month to spend time with him. “I know it sounds crazy to some people, but for us it works just great,” comments Jonathan. “I’m very blessed to have such an amazing wife that understands and supports my love of racing.” While Jonathan continues to pilot the Clyde Lamar #3c on American soil, he is actively pursuing putting together a small operation to run big events across the nation, similar to what he does in New Zealand with his team. “I’m trying to put together enough sponsors to run a limited schedule to hit some of the bigger shows across the country,” notes Jonathan. “We are going for quality and not quantity here as far as the number of races we want to run.” As he continues to build his own operation, Jonathan has learned a lot about the value of taking care of sponsors. “I’ve learned that it’s important to always represent your sponsors well, even on those nights where everything seems to be going wrong,” he says. “You have to make every effort to give back 110 percent at all times. At the end of the day, they are exactly like family because they are supporting you in reaching your dreams.” Washington’s Longacre Racing Products, who is a long-time sponsor of Jonathan Allard, echoes the value the California-racer brings to the table.

“It never ceases to amaze me how Jonathan goes out of his way to go aboveand-beyond in giving back to us,” says Longacre Vice President of Sales Tom Glithero. “Whether it’s having our decal always displayed prominently on his car or bringing his car to our shop for our employees to enjoy, he truly does it all. Racers could learn a lot from what he brings to the table for a sponsor.” Jonathan’s season has been off to a fast start. He claimed wins in nine of the 13 events he entered in New Zealand en route to claiming the 46th annual New Zealand title, which was the second of his career. He also claimed the Rolling Thunder Championship and recently added his first win of the year in the United States with a Silver Dollar Speedway triumph. Jonathan Allard continues to chase his dreams on a daily basis. In his career, he’s already accumulated a bevy of track championships, major event wins, and other accolades in the United States and New Zealand. While most racers would be happy to sit back on this impressive list of laurels, he continues to forge ahead in pursuit of bigger accomplishments. When asked for a parting piece of advice for other racers who are pursuing greatness, he thoughtfully notes, “Just live everyday of life to the fullest and never pass up an opportunity to spend time with those you love the most. Everything else will fall into place.”

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THAT WAS

EASY By Ben Shelton

Sheet metal fabrication made manageable thanks to Mittler Bros.

ace car bodies these days have truly become a work of art. There’s nothing like heading to that first race of the season and seeing all of the hot rods donning their new threads. The bends are all clean, and the seams are precise. Untainted sheet metal can truly be a thing of beauty. Racers take great pride in the appearance of their race cars. After all, these fire-breathing machines are their babies. To the untrained fabricator, it would seem building these bodies is no big deal. However, for anyone who has ever taken on the task of building a Dirt Late Model or Dirt Modified body, you know the reality is actually the complete opposite. 42 OneDirt.com / Vol. 3, Issue 2

Getting clean creases on sheet metal has not always been easy. However, over the past decade, there have been some significant advancements in technology to make the fabrication job much easier. Mittler Brothers Machine & Tool has long been at the forefront of inserting convenience into the lives of fabricators and manufacturers. For more than 35 years, the Missouri-based company has been developing and fine-tuning tools and equipment. Their primary goals have always been to make things easier and more efficient. “Just about everybody that works at Mittler Brothers has a background in some type of fabrication or manufacturing,” comments Mittler Brothers em-

ployee Ray Sauer. “I did a bunch of race car fabricating in my shop before I started working at Mittler Brothers 25 years ago. Once I got here, I spent several years working in the fabrication department.” Sauer now works in the sales department for Mittler Brothers, but he still knows exactly what race companies need from sheet metal equipment. “Our MB 72-inch 22 Gauge Sheet Metal Straight Brake is a fabricator’s best friend,” notes Sauer. “For your money, you just aren’t going to find a more customer friendly and durable sheet metal brake on the market.” The device retails at $1,150. One of Sauer’s favorite features of the MB 72-inch 22 Gauge Sheet Metal

Photo by Todd Boyd

Straight Brake is the wrench-less adjustments. “To get the settings exactly where you want on this sheet metal brake, you just turn the knobs,” explains Sauer. “There’s no wasting time looking around your shop for the right wrench to make the adjustment. A few quick turns of the knob and you are ready to go.” This edition of the sheet metal brake has been available for roughly five years and has proven to be one of the company’s hottest selling items. According to Sauer, the design of the device makes it a fabricator’s best friend. “Not only is it extremely durable and sturdy, but it’s simultaneously really lightweight,” Sauer says. “As anyone, who has

worked in fabrication will tell you, this is a rare combination in the world of tools. I love it because it makes it really easy to move the sheet metal brake to the corner of the shop when you aren’t using it to maximize your workspace.” The MB 72-inch 22 Gauge Sheet Metal Straight Brake is ideal for building race car bodies. While it doesn’t come stock with a ½-inch upper radius bar, fabricators have the option to purchase an add-on for just $150. This gives fabricators yet another element of flexibility with this device. “I really like the radius bar attachment because it makes it really simple to create curves, like what you see over the door area on a race car,” says Sauer.

While the Straight Brake meets the needs of most fabricators, it’s also worth noting a larger option is now available as well. “A few fabricators are starting to experiment with using longer cuts of sheet metal, so we’re starting to see interest take off for our MB 96-inch 22 Gauge Sheet Metal Straight Brake,” comments Sauer. “An added bonus for this piece of machinery is that it includes the ½-inch upper radius bar.” No matter what your fabrication needs may be, Mittler Brothers Machine & Tool has you covered. The best part is the company is always forging ahead to create new tools to make your work easier. Sources: Mittler Brothers, mittlerbros.com

OneDirt.com 43

MAXIMIZING Jack Sullivan takes a step back to move forward By Ben Shelton

ack Sullivan enjoyed a championship season in 2015. In 29 events, the Greenbrier, Arkansas-native scored three wins to go along with 15 Top 5 finishes and 20 Top 10 finishes. The icing on the cake came in the form of his first-ever championship with the COMP Cams Super Dirt Series (CCSDS). It was definitely a bounce-back year for the 40-year-old racer. The previous couple of seasons behind the wheel had been less than kind to Sullivan. However, his confidence was restored after the promise his team showed in 2015. “No matter how long you’ve been doing this stuff, it’s just really easy to get down on yourself and your team, when you are struggling,” says Sullivan. “You can go out and win every race for a month straight and be on top of the world, and then two months later, you can’t even make the show. This sport has a way of humbling you real quick.” 44 OneDirt.com / Vol. 3, Issue 2

While Sullivan knew his team was headed in the right direction, he still had a strong drive to kick things up another notch for the 2016 season. “Back in December 2014 at PRI, I had talked to Mark Richards from Rocket Chassis about going to Speedweeks to help those guys as a crewman, but I don’t think he believed I was being serious,” recounts Sullivan. “I know I joke a lot, but this time, I was very serious because I thought it would be a great way to learn a lot about setting up my own race car.” Nothing came of Sullivan’s offer for the 2015 edition of Speedweeks, but for 2016, it finally came to fruition. “Again, I found myself talking to Richards at PRI in December 2015, and I told him I really wanted to do this,” says Sullivan. “He kind of laughed and said ‘Jack, I thought you were just

Photo by Heath Lawson

Photo by Chris McDill

joking, so I didn’t give it a second thought, but yes we would love to have you go help us.’” In the blink of an eye, Sullivan found himself making the transformation from driver to crew member. However, it definitely wasn’t uncharted waters for the charismatic racer. While the past several years had found him principally in the driver’s seat, he also had a history of turning wrenches. “I occasionally helped different teams here and there, when I

Jack Sullivan

was first getting started in racing, but I mainly helped my good buddy, Wendell Wallace,” remembers Sullivan. “I love driving more than anything, but I also have always enjoyed working on the cars to make them go faster.” With his mind set on learning new techniques for his #18 Rocket Chassis, Sullivan made the trip south to spend two weeks turning wrenches on the #1 Rocket House Car, piloted by Mark Richards’ son, Josh. With inspiration to take their own program to the next level, the Rocket Chassis camp did a great deal of testing before Speedweeks ever started. Their motivation largely came from the dominant season that Jonathan Davenport enjoyed in his K&L Rumley Motorsports Longhorn Chassis in 2015. Through their relentless research and development, Rocket Chassis made major strides within their own program. Needless to say, they were extremely eager to start the season. Their focus was evident to Sullivan when he joined the team in early February to start Speedweeks at Golden Isles Speedway (Brunswick, Georgia). “I knew as soon as I got to the track there at Golden Isles for the Lucas Oil Late Model events that these guys really meant business,” Sullivan says. “I mean it was immediately evident that they were real serious and real focused on winning races.” The three-time World of Outlaws Craftsman Late Model Series Champion Josh Richards hit the ground running by winning two of the three events at Golden Isles Speedway. The Shinnston, West Virginia, racer then invaded East Bay Raceway Park (Gibsonton, Florida), where he won two more events. Richards’ Speedweeks trip came to a close at Volusia Speedway Park (Barberville, Florida). The 1/2-mile oval would also fall victim to his wrath. He won three more races at Volusia before claiming the points title in the Gator Nationals Championship. In 15 events, Richards averaged an impressive finish of 2.5 and garnered more than $82,000 in winnings. For Sullivan, it seemed there was something to be learned every time the team unloaded. OneDirt.com 45

Photo by Ben Shelton

“I guess we are all guilty of getting into a rut, where we think we know everything that can be done to these cars to make them go fast, but this reminded me that there’s a lot more out there,” notes Sullivan. “It’s not like there was anything massive that I saw that I didn’t already know about, but on the same token, there was a lot of little things that never occurred to me. Those little things all put together can make a major difference.” Sullivan also quickly realized just how hard the team members on the Rocket Chassis House Car work each day. “These guys bust their tails from the time they get up until the time they go to bed. A lot of people, who don’t know Mark (Richards), look at him as a real tough guy who’s hard to be around,” he says. “That’s really not the case at all. He’s just a hardworking man that expects the same out of everybody on his team.” Sullivan wasn’t the only person who benefitted from working with the team during Speedweeks. Josh Richards found it quite advantageous to have a fellow driver watching his car on the track, to help provide input and suggestions. “It was really helpful having Jack (Sullivan) there because he can watch the car on the track, and when it’s doing different things, he knows exactly what I’m feeling as a driver,” Josh comments. “When I would come back in the pits, he had some really good suggestions to throw my way. It really proved to be a big help.” 46 OneDirt.com / Vol. 3, Issue 2

You can go out and win every race for a month straight and be on top of the world, and then two months later, you can’t even make the show. This sport has a way of humbling you real quick. The team’s dominance during Speedweeks made Sullivan joke that maybe he had made the difference, or was the team’s good luck charm. However, those theories were quickly put to bed. “I kept telling them guys that I was the reason they were kicking butt, but then I had to head back home during Volusia, and they kept winning after I left,” Sullivan says with a smile. “That pretty much told me that I had nothing to do with it.” With the new knowledge Sullivan acquired during his stint at Speedweeks, he was eager to start the 2016 season in his own hot rod. While Mother Nature nixed his first few efforts, when he finally got things started, he came out of the box fast. He finished in the runner-up slot in his first event of the season in late March, which was held at Whynot Motorsports Park (Meridian, Mississippi).

Photo by Woody Hampton

Photo by Ben Shelton

One week later, he stood in victory lane for the first time in 2016 after topping a COMP Cams Super Dirt Series (CCSDS) event at I-30 Speedway (Little Rock, Arkansas). Even though Sullivan relishes his early-season success, he’s careful to not lose perspective on the way things can go in racing. “I feel like our team is performing really well right now, but I know that in another month we might be struggling just to make shows,” says Sullivan. “Racing is a constant battle, and I know that we have to continually keep our heads down and keep digging. Even more importantly, we’ve got to keep an ear to the ground to make sure we don’t miss out on anything new on the street.” While Sullivan is carefully optimistic to draw any conclusions on the long-term performance of his team in 2016, he’s not afraid to give credit to his time spent working for the Rocket Chassis team during Speedweeks. “It’s one of the smartest things I’ve done in a long time,”

comments Sullivan. “I did everything from turn wrenches to mount tires to push the broom, and at the end of pretty much every night, I was dog tired. However, you can’t put a value on the knowledge that I gained down there.” He also offered advice to other racers who are looking to make advancements in their own program. “I know as drivers that sometimes we are too proud to go work for another team, but I whole heartedly recommend it to anyone that wants to improve the performance of their own program,” he says. “You just learn so much so quick, working with these national level guys, and the reality is that most of them are always looking for an extra set of hands to help them at the track.” Always one to crack a joke, Sullivan wrapped up his interview by whimsically noting, “I’ve now officially been to Speedweeks as both a racer and a crew guy, and I can 110 percent say that going down there to work for another team is definitely the most cost-effective way to take part in it.”

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Total Seal’s Joe Moriarty leaves behind a legacy of motorsports innovation By Ben Shelton

n life, there are dreamers who have aspirations of achieving greatness. Their intentions of pursuing their visions of excellence are genuine, but ultimately there’s no follow-through. The dreams eternally exist as mere future plans. Then, you have other people. These are the individuals who relentlessly find a way to make their dreams and visions come true. They refuse to take “no” for an answer. They are the true innovators. Joe Moriarty Sr. was undeniably an innovator. From his love for airplanes, to his love for hot rods, to his vision for business, there was truly no challenge too big for Joe Moriarty. Though Joe passed away June 1 at the age of 88, after a battle with heart disease, his passion for success continues to live on via the company he founded, Total Seal Piston Rings. Innovation was a way of life for Joe. In fact, the word “prolific” is often used to describe his abilities. His first venture into owning a business came with Phoenix Rubber Company. With this endeavor, he made rubber linings for the mining industry. With a life-long passion for horsepower, he founded Total Seal in 1967. His original creations involved a rotary engine design that was intended for Original Equipment Manufacturers. Joe’s initial vision for the company was soon mired by various issues. As a result, he shifted the focus of the business toward making and selling Gapless Piston Rings — one set at a time. In the beginning, he built one set at a time for Sprint Car engine builders at Manzanita Speedway in Phoenix. This was the birth of Total Seal Piston Rings. His products quickly became popular, and you could say the rest is history. 48 OneDirt.com / Vol. 3, Issue 2

He’s responsible for several patents associated with piston rings — including Total Seal’s Gapless and Diamond Finished rings. For his groundbreaking innovations, Joe was inducted into the MPMC Hall of Fame during the 2014 Performance Racing Industry (PRI) show in Indianapolis. When not working on engine technology, Joe had a great love for airplanes and aviation. In fact, during his life, he meticulously restored several planes — including a Staggerwing Beechcraft, a Fouga Jet, a CJ6, and a Glasair. While his tangible achievements are well-documented, it’s the personal mark he left behind on some of the industry’s most respected figures that perhaps most solidifies his legacy. “I first came to know Joe almost 20-years ago,” remembers Pro Power Racing Engines owner Bill Schlieper. “The first time I met him, I remembered thinking ‘man this guy really knows

All that you needed to know about Joe Moriarty’s work ethic was to see the amount of time and attention to detail he put into restoring his planes.

his stuff,’ and as I got to know him more, I fully came to realize just how passionate he was about creating great products.” All that you needed to know about Joe Moriarty’s work ethic was to see the amount of time and attention to detail he put into restoring his planes,” Schlieper adds. That same attention to detail with Total Seal is what has made that company’s products so superior. The motorsports world definitely needs more people like Joe. He will be severely missed.” Schlieper’s views of the late Joe Moriarty are echoed by fellow engine builder Jay Dickens. “I had been told that Joe’s products were the best to use, and I can distinctly remember the first time I put an engine on a dyno that had a set of Total Seal’s Gapless Top Rings,” states the Aberdeen, Mississippi-based builder. “I was blown away because the engine was pulling almost twice the vacuum with these rings versus the conventional rings. This clearly led to more power, and I was sold instantly on what Total Seal had to offer. “Apart from the performance advantage I’ve always enjoyed the atmosphere that Joe and the Moriarty family have created at Total Seal. Whenever you pick up a phone to call those guys, you always know you are going to be greeted by someone friendly who is looking to do whatever possible to help you.” Driven Racing Oil’s Lake Speed Jr. also makes note of the legacy Joe created. “The Moriarty family has built a truly innovative company that supplies the highest quality piston rings and related products to every level of motorsports in the world, from F1 down to Saturday night dirt tracks,” comments Speed. “Honestly, you really can’t put into words everything that Joe Moriarty set into motion with his hard work and visions.” Joe not only achieved great accomplishments in his professional life, but he also enjoyed a phenomenal personal life. He was a devoted husband of 48 years to his lovely wife Donna. He was a father to eight children and relished being a grandfather to 16. While their hearts ache at the passing of their founder, Total Seal Piston Rings continues to forge ahead at their Phoenix, Arizona, headquarters. The company is run by Joe’s son, Joey Moriarty.

While Joey understandably struggles with his father’s passing, he takes great solace and appreciation from the support he and his family have received in their most challenging of times. “I knew my dad was very well-respected in many industries, but since his passing, the outpouring has just been amazing,” comments Joey. “At times, it’s been just overwhelming to see how many lives my dad touched. From the bottom of my heart, I thank everybody for their incredible support of our entire family.” With a thoughtful pause, Joey concludes, “We know that the best way we can pay tribute to my dad is to continue to carry on his vision of excellence at Total Seal Piston Rings. We’ll continue to pride ourselves on hard work, relentless research, and customer service. I know that would make my dad prouder than anything.” R.I.P. Maurice Joseph Moriarty: February 11, 1928–June 1, 2016 Source: Total Seal, totalseal.com

Maurice Joseph Moriarty Feb 11, 1928–June 1, 2016 OneDirt.com 49

RETURN TO NASCAR Legend Mark Martin is embracing Dirt Late Model racing in retirement By Dan Hodgdon

Photo by Mark Martin Automotive and Museum

50â&#x20AC;&#x192;OneDirt.com / Vol. 3, Issue 2

ark Martin is happy. He’s spending time with his wife, Arlene. He’s keeping an eye on his automotive and powersports dealerships, traveling, and seeing the country from his motorhome, instead of a race car hauler or airplane. He remains humble, still exuding the class and dignity that drew millions of fans to him during his illustrious career that included 40 NASCAR Cup and 49 Busch wins. But, he seems more content and relaxed than ever. That’s not to say he doesn’t miss racing. After 40 years in the sport, Martin, 57, still needs his occasional fix. However, these days it comes as an interested observer rather than from behind the wheel. And it happens at dirt tracks. Martin is back in his native Batesville, Arkansas, a hilly town of 11,000 in the northern part of the state that serves as an unlikely hotbed of motorsports activity. There Martin and business partner Lance Landers have teamed up to support Landers’ sons, Jared and Gavin, in their budding Dirt Late Model careers. Photo by Bill Hall Getty Images

OneDirt.com 51

Photo by Heath Lawson

Dirt Late Model Hall of Famer Scott Bloomquist powers through the corner in his Mark Martin-sponsored entry.

I kind of like dirt track racing because it is not as spoiled by technology. “They’re really fun race cars, really have a sexy look to them,” Martin says of the vehicles. “They’ve got the best looking bodies of any stock car racing going right now.” Jared is a mainstay on the Lucas Oil Late Model Dirt Series, while the younger Gavin competes on the COMP Cams Super Dirt Series and other regional tours throughout the Mid-South. Martin claims he isn’t heavily involved with Landers’ Double L Motorsports team, instead choosing to only occasionally poke his head into the first-class race shop behind the flagship Mark Martin Automotive dealership and museum in Batesville. “I make a better fan and observer,” he says. Thanks to an agreement with Dirt Late Model Legend Scott Bloomquist, the Landers drivers are also associated with Bloomquist’s operation. The Landers’ Dirt Late Models utilize Bloomquist 52 OneDirt.com / Vol. 3, Issue 2

Photo by Heath Lawson

Jared Landers is a rising star in the Dirt Late Model ranks and has found Martin’s advice invaluable.

Race Cars’ chassis, while Mark Martin Automotive appears as a sponsor on Landers’ and Bloomquist’s cars. “The biggest thing that I really like is how much respect he has for our sport,” Bloomquist says of Martin, adding that his unique perspective as both a driver and businessperson is a significant asset. Martin says he tries to avoid being sucked into working in the shop for

hours on end each day, having lived that life for four decades. Instead, he wants to stay out of the details of racing, preferring instead to offer advice where he can. Jared Landers, for one, has found that advice and perspective invaluable, noting Martin has helped him approach driving differently. He now has a better understanding of how to

I have a real appreciation for how difficult it is to race for a living, on dirt, Late Models especially. Going to these big races and getting three laps of practice. You don’t get to test, you don’t get to try stuff, you get three laps.

preserve equipment and make his car better late in the race. “Even though he doesn’t race these cars, he still knows racing,” Landers says. “It can blow you away, all the stuff that I didn’t think about until he came along … his stature helps with everything. I understand I can really listen to him. When he speaks, it’s meant.” Martin began his legendary career on dirt in the mid-’70s, driving cars prepared by equally legendary builder Larry Shaw and Martin’s late father, Julian. A natural talent, Martin soon tackled asphalt and made his name on the ultra-competitive ASA circuit before becoming one of the most popular and successful NASCAR drivers in history. He was recently chosen to be enshrined in the NASCAR Hall of Fame, while off the track, his passion for hip hop and fitness are well-documented.

Photos by Mark Martin Automotive and Museum

OneDirt.com 53

NASCAR Busch Series competitors knew they might be racing for second when this car showed up.

Photo by Getty Images

Yet, Martin remains fascinated with the racing culture that exists within the world of dirt. “I have a real appreciation for how difficult it is to race for a living, on dirt, Late Models especially,” he says. “Going to these big races and getting three laps of practice. You don’t get to test, you don’t get to try stuff, you get three laps. Then you’ve got to earn your spot in the feature through heat races and B-Mains. And the competition is really deep.” He adds he is impressed by the science of how drivers and crew look at the track surface and weather to make changes related to tires and setup, in what amounts to little more than an educated guess. “I kind of like dirt track racing because it is not as spoiled by technology,” Martin says. “[In NASCAR] technology has taken over to the degree that it sort of has taken away from the grassroots origin of racing.” While Martin lets the dirt teams set up their own cars, he also remains interested in the mechanical side of the sport. “He has an interest in suspension and different combinations and setups that have been used in the asphalt industry,” Bloomquist says. “Some of that stuff has kind of bled over into the dirt market. There’s been a couple of times that he’s had some things he thought he might like to see what happened on the dirt car.” Yet for all his enthusiasm for dirt racing, Martin remains adamant fans have 54 OneDirt.com / Vol. 3, Issue 2

The bulk of Martin’s success came behind the wheel of Fords owned by Jack Roush.

Photo by Getty Images

Photo by NASCAR

Martin’s last win came in the fall of 2009 at New Hampshire Motor Speedway, driving the No.5 Hendrick Motorsports Chevy.

Photo by Geoff Burke Getty Images

seen the last of him behind the wheel, even in a Dirt Late Model, thanks to skills he admits have diminished. “I’m done driving race cars, I’m a spectator now. I have no desire to get in a race car again whatsoever,” he says. “I leave it to the young guns. I love to watch them do their thing and I’m fascinated by it.”

Thanks to a life lived making circles — very successfully — Martin is not so much reflective about the past, but looking forward to a future undefined by qualifying schedules or personal appearances. He still gets out to the track from time to time, but racetracks no longer define this chapter of his life.

Photo by Getty Images

“I stay really busy, but mostly I’m just doing the stuff that I used to pay people to do,” Martin says, laughing. “Enjoying not having a job, I don’t have time for a job any more I stay so busy.”

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THE

SECRET IS IN THE

BURN By Rob Fisher

Capturing images of the combustion process can be revealing to making power

epending upon specific racing rules, there are often limits placed on the type and extent of allowable engine modifications. Such changes are often confined to re-mapping ignition spark timing, carburetor re-calibration, the configuration of exhaust systems, and so on. These limitations are often the case since engines in these categories are either “sealed” or of the crate variety, for which no other modifications are allowed. Consequently, it is by the accumulation of incremental power improvements that net gains are worth the effort. In other words, we are challenged to make minor changes and adjustments that, when combined, will yield a noticeable gain in power. Plus, as on-track fuel “mileage” also plays both strategic and economic roles, these two objectives can become optimized by overall improvements in combustion efficiency. Whether this is accomplished by finding a way to convert more of the fuel delivered into useable power or improvements to the quality of air/fuel charges, the target objective is to waste less fuel by turning more of it into on-track power. However, largely because combustion time intervals are so brief during which flame characteristics can be studied, collecting meaningful burn data becomes a bit problematic. One method for analyzing changes in flame rate involves 56 OneDirt.com / Vol. 3, Issue 2

what is called a “combustion vessel.” This process takes place where a controlled combustion environment and very high speed imaging cameras enable a visual, time-based view and study of the burn process. A version of this equipment resides within the Advanced Power Systems Research Center at Michigan Technological University. It turns out you can not only learn a lot of valuable information from such a tool, but you can also utilize it to validate test results. Jeremy Worm, a research engineer and instructor at Michigan Tech, provided us with a look at their combustion vessel during the analysis of the current spark plug technology used in E3 Spark Plugs. The company had recently performed some engine dynamometer testing. During these tests, they observed results favorable to both power increase and emissions reductions and wanted a more precise and quantifiable analysis performed in an academic environment. Michigan Tech conducted that investigation, so the first order of business was to discuss the equipment with Jeremy. “The process involves a stable and controlled method to study and relate to what’s really going on in the combustion space of a running engine,” said Worm. “It’s a specific volume in which we can introduce air and a fuel, ignite the mixture, and

then examine the ensuing combustion process without variables that can distract from a specific focus on the ‘burn’ that follows. For example, there’s no moving piston or valves opening and closing, leaking piston rings, or other variables. By eliminating these factors from the study, we can focus solely on something as complex as combustion.” Of course, the relatively brief time span during which a combustion cycle occurs presents another challenge to recording the process for a visual, time-based look at flame development. Worm noted, “There are eight sapphire crystal windows in the vessel through which we can record high-speed photographs and augment them with laser diagnostic techniques to produce some very descriptive images. These images display what is going on inside the vessel, when ignition occurs, and throughout the burn process. Interestingly, we’ve developed ways to link data taken from the vessel with a running engine to round out a rather comprehensive analysis of the overall combustion process – including ways to evaluate emissions produced by the burn.”

While all this may seem more academic-based than practical, there’s more Worm shared that helps peel away some of that perspective. “Let’s say that we wanted to look at full load power,” he said. “We’d create those conditions on the engine dynamometer, measuring combustion pressures, and reverse-calculate for the associated temperatures inside the running engine’s cylinders. “Then, knowing these actual pressures and temperatures, we can set up the combustion vessel to duplicate them in a more stable environment. So, from a thermodynamic standpoint, at least in terms of gas pressures and temperatures inside the vessel, conditions in the vessel are the same as those in the running engine.” Given this environment, the next question was directed to how Michigan Tech decided to set up the combustion vessel to evaluate a specific product – in this case, the spark plug technology represented in the E3 plug. Specifically, E3 wanted to validate their belief – through comparison testing with a competitor’s product – that a more rapid burn is produced by their technique rather than that of another design. Professor Worm explained the process at hand. “We set up and ‘ran’ the combustion vessel under conditions that we knew from prior testing would be representative of a running engine. In this particular case, E3 wanted to compare time-based, flame rates among images to show any differences in speed between their product and that of a competitor’s product. Comparing these two designs of spark plugs, we were looking at the flame radius and flame growth as a function of time, all else being equal. ‘Being equal’ means that the same initial or pre-combustion pressure and temperature conditions within the vessel were the same, test to test. “Specifically, based on a given time span, we were looking to see if one plug would develop a flame kernel to a larger radius than another under the same conditions, over equal time intervals,” Worm added. “The images we obtained demonstrated the differences E3 was expecting to see.” The differences Professor Worm referred to can be seen in the accompanying photo sequence shown in this article. Engineers at E3 theorized the diamond-shaped, ground electrode would encourage a more rapid and robust flame growth. This would, in turn, translate into a more complete burn of the air/fuel mixture and, subsequently, more power and a reduction in emissions. Since the images were recorded using the same time-based intervals, it’s possible to draw direct comparisons between the flame growth rates of the two spark plugs tested. As previously mentioned, E3 had obtained data from tests conducted at other facilities, especially power data showing increases from the installation of their product alone. They wanted to scientifically verify their aforementioned theory that increases in horsepower and reductions in emissions were linked with the development of a more rapid flame kernel, utilizing their technology. Judging by the results gathered with the combustion vessel at Michigan Tech, support for that belief is pretty clear. Installing products like this in otherwise “un-modifiable” racing — or street — engines appears to be a sensible consideration. Source: E3 Spark Plugs, e3sparkplugs.com

OneDirt.com 57

RICK LAUBACH:

FROM

FAN TO

FRONTRUNNER By Ben Shelton

Photo by Heath Lawson

ach week across our great nation, race fans sit in the grandstands at their favorite track and dream of one day getting to jump in the driver’s seat. To them, nothing seems cooler than getting the chance to sling dirt to the sky as they push the throttle pedal to the floorboard. For most, this dream forever remains just a wild idea, stored eternally in the depths of their mind. For others, they find a way to make their dreams come true. Rick Laubach is the kind of guy who found a way to make his dreams come true. “As a kid, I went to tracks across the Northeast with my dad, and I dreamed of getting my chance to race one day,” says Laubach. “I wasn’t sure when, and I wasn’t sure how, but I knew one day, I would find a way to make it happen.” The Hellertown, Pennsylvania, driver spent the first 18 years of life desperately searching for an opportunity to get in the driver’s seat. It would be his dad that stepped up to make a proposition that would allow Rick to race. “I had been wearing dad out about getting a car, and finally he told me my senior year of high school that when I 58 OneDirt.com / Vol. 3, Issue 2

Photo by Kirsten Snyder

As a kid, I went to tracks across the Northeast with my dad, and I dreamed of getting my chance to race one day graduated college, he would help me get a car,” remembers Laubach. “That seemed more than fair to me, so off to college I went with the big goals of getting a degree and getting to race.” Two years later, Rick graduated from Thaddeus Stevens College of Technology with a degree. As promised, his dad delivered on his end of the bargain. “We scraped together enough cash to build a 358c.i. small-block Modified to race at Penn National Speedway and Susquehanna Speedway,” recalls Laubach. “It was fun, but man was I bad in the beginning. In fact, I was that guy that you watch from the stands and think ‘if I raced, I know I could beat him.’” Laubach started to get better with time. After a few years of racing only a handful of events a year, he made the decision to take a shot at expanding his program. He would again get support from his family. “When not working my main job in construction, I was working on the side building bodies for other drivers, so I had a decent income, but I still needed a little more help,” recollects Laubach. “So, I went to my sister and asked for a loan, and she helped me out. With that, I went and bought my first Big Block Modified in 1998, and I guess you could say the rest is history from there.” Laubach quickly took to the Big Block Modified division. In fact, he won in only his third start in the class with a triumph at New Jersey’s Bridgeport Speedway. With on-track success starting to come his way, so did attention from sponsors and car owners in the area. “Early on, I got sidelined by some motor issues, and legendary car owner Bob Faust stepped up to get me back on track,” notes the now 43-year-old Laubach. “Not only did he help me with the motor, but I actually ended up driving for him for half a season. That opened so many doors.” Through the years, Rick has been blessed to drive for some of the sport’s top car owners, including Dick Biever, Cliff Krause, Keith Roussey, Jimmy

Photo by Kirsten Snyder

Blewett, Gary and Lori Hermann, Earl Fellin, Gary and Donna Spotts, and Glenn Hyneman. “It’s really humbling when I sit back and realize all of the people that have supported me over the years,” states Laubach. With close to a dozen track titles and more than 100 feature wins to his credit, Laubach has established himself as a contender everywhere he unloads. He’s also built some great relationships with companies along the way. One such company is BILSTEIN. “I was first introduced to BILSTEIN around 2011, when I was also running some pavement stuff,” remembers Laubach. “I was so impressed with the quality of their products that I made the switch on my dirt cars as well.” Not only has Rick’s side project as a body fabricator grown into a full-time business with Lightening Bodies, but he also provides shock services to several racers. He takes great pride in recommending BILSTEIN products to new clients. “The durability and dependability of the products from BILSTEIN is pretty amazing,” he says. “In fact, just last week I had a guy come in, and he damaged a shock on a real rough track when he hit a hole. The damage was significant. After I repaired it, we put it on the shock dyno and the graph readout was exactly the same as a new one. For a shock to incur damage like that and still be new again after being repaired says so much about

the quality of these products.” Laubach also loves the ingenuity of BILSTEIN’s products. “The new BILSTEIN XVA shocks really make life a lot easier for racers,” comments Laubach. “The design is smaller and a lot easier to work with while having the same durability. That’s very important in this business.” With great partners — like BILSTEIN — Laubach continues to forge ahead in racing. He stays busy competing weekly at Bridgeport Speedway and Pennsylvania’s Big Diamond Speedway. He also competes in special events throughout the area, whenever his schedule allows. He opened the 2016 season with a Super DIRTcar Series Big Block Modified win at Florida’s Volusia Speedway Park in February. Long-term, Laubach says he hopes to race for at least another 10 years. From that point, he looks forward to becoming more involved with not only his own business, but also helping other racers. One upcoming racer is very close to him. “My 5-year-old son, Matthew, lives, breathes, and eats racing already, so I’m pretty sure he’ll be in a car in another 10 years or so,” laughs Laubach. Rick Laubach is proof that if you want something bad enough, you can make it happen. Through chasing his dreams, he has truly gone from being a fan in the stands to a frontrunner on the track. Source: Bilstein, bilsteinus.com

OneDirt.com 59

Speed SHOP PARTS / TOOLS / ACCESSORIES

SPONSORED BY

OneDirt has compiled a list of some of the hottest products to recently hit the dirt track market. On the following pages of our Speed Shop, 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!

Power to the pump Jones Racing Products, Aluminum Power Steering Pump Jones Racing Products introduces the PS-9008-AL-AR aluminum power steering pump with an integrated fluid reservoir, featuring numerous options for the return line. Customers may choose from high or low along with a 90-degree, 45-degree, or a straight fitting, whichever best suits their needs. Each and every one of Jones Racing Products’ pumps undergoes complete testing on their custom-built, power steering pump dyno. This allows the company to set the pump’s pressure and flow, along with a replication of the demands that the driver desires from his steering. Use of these tests ensures each pump is setup correctly for each racer’s specific needs. Every pump test is logged and tagged to the pump by serial number. The serial number gives Jones the ability to offer the convenience of an annual check-up; the racer can send a pump back for a re-test that can be compared to the pump’s very first test session. jonesracingproducts.com 610.847.2028

Full fuel filter flow JET Performance, High Flow Fuel Filters New from JET, these High Flow Fuel Filters are engineered to protect your fuel system in any application, ranging from street to race and everything in between. Designed to have minimal pressure drop, while still providing the maximum filtration, these units can be used in both carbureted and fuel injected applications. ORB-10 inlets to allow use of AN-10, -08, or -06 fuel lines (AN fittings sold separately). O-ringed inlets provide a positive seal for high pressure applications. For finest filtration, 10 micron filters are for use after the fuel pump. For larger particle filtration, 100 micron filters are for use between the tank and the fuel pump. Easily replaceable elements and the stainless steel elements are cleanable. The outside diameter is 1 1/2 inches, while the length is 5 inches. Please note that Fuel Filter assemblies do not come with fittings to attach the fuel line. Fittings are sold separately. jetchip.com 800.535.1161 60 OneDirt.com / Vol. 3, Issue 2

Master caster Mittler Bros., EZ Sweep Caster Slip Plates Set your caster at the track with Tanner by Mittler Bros. EZ Sweep Caster/Slip Plates. These unique slip plates are ultra-low profile (3/16-inch height) and require no jacking or pins to lock or unlock. The PTFE impregnated slip barrier and stainless steel base yields a greaseless and bearingless movement with no maintenance or mess. They are available in 15- or 20-degree models. mittlerbros.com 800.467.2464

Even more new products

@OneDirt.com

Sparking excellence E3, E3 Racing Spark Plugs E3 Spark Plugs, creators of the patented DiamondFire Technology, recently introduced a new line of racing spark plugs. Designed specifically for normally aspirated and forced induction motorsports applications, the plugs spent two years in development and testing. The result is a racing plug that delivers more power, crisper starts, smoother idle, and better combustion efficiency. E3’s new racing plugs utilize the company’s tested and proven DiamondFIRE side wire electrode, but also incorporate a shortened two-leg design, which allows for added heat extraction. Engineered for high-horsepower, high-compression-ratio engines, the E3 Racing Spark Plug outperforms conventional J-wire plugs thanks to its ability to burn the air/fuel mixture faster and more completely. Eleven different part numbers cover just about every application from drag racing to oval track to off-road, and more. E3 is proud to be the Official Spark Plug of the Lucas Oil Late Model Dirt Series. e3sparkplugs.com 904.567.5994

Protect your crate Driven Racing Oil, XP3 Ideal for crate, spec, and custom-built engines with clearances under .0027 inch, XP3 provides outstanding high-temperature and highshear protection. It utilizes select synthetic base oils for increased durability at high temperatures and is formulated with proprietary anti-wear and friction-reducing additives to fight valvetrain wear while increasing horsepower. XP3 features a viscosity typical of 10W-30 and is compatible with Methanol and high-octane race fuels. drivenracingoil.com 866.611.1820

DESIGNED AND SPECIFICALLY CALIBRATED FOR E85 FUEL! • • • • •

E85 specific metering blocks High Flow power valve .130” stainless needle & seats 50cc accelerator pumps Hard Core Gray™ coated for corrosion resistance

HOLLEY.COM Techline: 270-781-9741

Speed SHOP PARTS / TOOLS / ACCESSORIES Leveling the competition Longacre Racing Products, Laser Chassis Height Checker If you’ve ever had your racecar set up “just right” when on your scale pads, only to find that it’s either too low or high when you get it back on the ground, then the new Laser Chassis Height Checker by Longacre is just what you need. The self-leveling laser beam will help you set your ride height accurately to within 1/16-inch. The system comes with four easy to read targets that hold to the chassis with magnets. Included is a separate target for leveling your scale pads and establishing the ground plane to measure chassis heights. All pieces store in a silver storage case. longacreracing.com 800.423.3110

Shocking developments Bilstein, XVA Series Shocks Absorbers

Get the scoop MD3, Hood Scoops and Air Deflectors Air filters are a small, yet extremely integral part of your power plant. This is your main line of defense from engine contamination by dirt, rocks, and other debris. With this in mind, the MD3 hood scoops and air deflectors were designed to provide maximum air filter protection. With an aerodynamic design, the Hood Scoops and Air Deflectors are constructed from a more-durable, lightweight molded plastic. The Hood Scoops are available in 3-inch and 5-inch height varieties with a curved or flat bottom. The Air Deflectors are available in heights of 3 inches and 5 inches. Each piece is available in multiple colors or with a carbon-fiber look. The Scoops retail for $49, while the Air Deflectors are priced at $33. These Hood Scoops and Air Deflectors are available through Five Star Bodies and Performance Bodies authorized dealers. MD3race.com 800.722.4641

Even more new products

@OneDirt.com 62 OneDirt.com / Vol. 3, Issue 2

Bilstein is proud to announce their new XVA (Xtreme Volume Aluminum) Series 46mm Threaded Aluminum Body monotube shock absorbers. Designed for asphalt and dirt race applications, these shocks generate high levels of grip. Completely rebuildable, the new XVA Series shocks can be assembled and disassembled at the track for quick repairs or valving changes. Available with a new base valve design providing improved high frequency response and a linear or digressive working piston, every part of the XVA Series shock is available separately for cost-effective maintenance. With a newly designed threaded body system that allows for maximum travel at standard lengths, the XVA is well suited to applications where stroke is at a premium. The XVA Series shocks are delivered with non-adjustable, single or inline double adjustable shafts, standard aluminum bump stop cap, and included 2.5” coil over kit. Valve stacks and valving kits are available separately. bilsteinUS.com 858.386.5900

Think thin Spark it up FAST, FireWire Spark Plug Wires New 8.5mm spark plug wires from FAST are designed for high-output ignition setups and provide protection from extreme temperatures. The ultra-low-resistance wires transfer the maximum amount of energy to the plugs. Their reactive-core construction also effectively filters out “noise” generated by high-output ignition systems. This filtering of radio frequency interference (RFI) and electromagnetic interference (EMI) protects on-board computers and instruments, and helps preserve audio clarity. Both silicone double-layer and sleeved versions featuring Kevlar-reinforced fiberglass mesh are available. FAST FireWire Spark Plug Wires are designed for a wide variety of dirt racing applications. fuelairspark.com 877.334.8355

Total Seal, Thin Ring Packs Total Seal announces a new set of ring packs for normally aspirated, as well as turbo, forced induction, and nitrous, applications that feature 1.1mm (.043-inch), 1.1mm, 2.0mm ring sets available for most bore sizes, ranging from 4.000- through 4.250-inch bore. These packs feature the AP steel top ring, ductile iron Napier 2nd rings (in most sets, where available), and a new oil ring set. The reduced stack height of these rings permits the use of a piston with a very short compression height, allowing the use of longer connecting rods, and/or increased strokes while keeping the wrist pin out of the oil ring groove. totalseal.com 800.874.2753

An Engineered Driveline System That Offers Greater Durability & Reduced Rotating Weight Bellhousing Kits For Direct Drive Transmissions

Quarter Master® now offers a turn-key driveline kit in either magnesium or aluminum for dirt racers running the popular Bert/Brinn transmissions and rearmount oil pumps. These CNC-machined, “system engineered” kits include all the critical components required for maximum driveline durability and reduced rotating weight to increase throttle response and improve corner braking. Fits Bert/Brinn Two-Speed Transmissions Kits Available For Chevy & Ford Engines Side Or Top Mount Oil Pump Bracket/Provisions 91-Tooth Aluminum Flywheel (Steel Ring Gear) CAD-Designed “Crack Resistant” Bellhousing Choice Of Top Late Model & Modified Racers Kit Includes:

New Stronger Flywheel Design

Aluminum/Magnesium Bellhousing, Reverse Mount Starter, Oil Pump Bracket, Lightweight Flywheel, Drive Hub, & All Necessary Mounting Hardware

These American-built, fully blueprinted gear reduction starters feature 1.4 kW of power to handle the cranking needs of high compression race engines. Don’t cut corners with inferior knock-offs that always fail at the worst time. #MadeInUSA

TECH & SALES: 1.888.258.8241 • QUARTERMASTERUSA.COM

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Ultra-Duty™ Starters

Speed SHOP PARTS / TOOLS / ACCESSORIES Covering the competition MD3, Advanced Composite Roof The same MD3 Advanced Lightweight Composite Roof that has been setting the Late Model world on fire for the past several years has now invaded the Modified ranks. The state-of-the-art design includes built-in vortex generators to enhance airflow. This is the only flat composite roof available. Other brands must mold in ribs for added structure due to the inferior construction materials used. These ribs negatively affect air flow and make vinyl installation more difficult. Benefits of this cutting-edge piece include: a lightweight-composite construction with a weight of less than 8 pounds, a large shape of 52” x 56” built to the specified maximum-allowable size currently enforced by most rule associations, and an ultra-durable, light-weight molded-plastic roof cap. The roof and roof cap are sold together and available in multiple colors. These roofs are available through Five Star Bodies and Performance Bodies authorized dealers. MD3race.com 800.722.4641

Rock hard Sensational scaling Mittler Bros., Standard RaceScales with 15” Pad Extremely popular with weekend-warrior dirt trackers, Tanner Racing by Mittler Bros. Standard RaceScales are built with many of the same components as their professional series Deluxe models. With a 1,500-lbs/scale capacity, 18 feet of flex cable, rechargeable batteries with 40 hours of life, and an easy-to-navigate and read digital controller, the only thing economical about these scales are the price! With a retail price of just $1,050, this scale system is a no-brainer addition for any race team. mittlerbros.com 800.467.2464 64 OneDirt.com / Vol. 3, Issue 2

Crane Cams, Nitro-Carb Steel StudMount Rocker Arms These rocker arms are perfect for racers required to use OEM stamped steel-type rockers. The stampings are reinforced in critical areas, such as the pushrod cup and fulcrum, and are specially treated for surface hardness and wear resistance thanks to properties similar to ceramics. They also provide 3 to 5 times more resistance to fatigue and fracturing in the most high-stress areas than stocktype steel rockers. Perfect for applications utilizing high valve spring pressures, Crane Nitro-Carb Rockers are precision die-formed from heat-treated steel and are exceptionally ratio accurate. They are available for small- and big-block Chevys in a variety of ratios. cranecams.com 866.388.5120

Lighten up Lunati, Voodoo Lightweight Crankshafts New Lunati Voodoo Lightweight Crankshafts are perfect for Sprint Cars and Dirt Late Models. The cranks are produced from the same 4340 steel forgings as Lunati’s popular original Voodoo Crankshafts, which are renowned for their durability and strength. These lightweight cranks raise the bar even higher, as they feature gun-drilled mains, pendulum-cut counterweights, lightened rod journals, and a star-cut rear flange for the maximum reduction in weight and rotational inertia. The cranks are also fully heat-treated and nitrided

for long-term wear resistance, while straight-shot oiling allows for optimum flow and bearing lubrication. All journal radii are ground to .125 inch for further increased strength. A variety of popular strokes are available for two-piece rear seal small-block Chevys in both 350 and 400 main sizes. lunatipower.com 662.892.1500

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Speed SHOP PARTS / TOOLS / ACCESSORIES Steering made easy Jones Racing Products, Clear Power Steering Fluid Jones Racing Products has invested years of research and development into perfecting their own brand of power steering fluid. The crystal clear, fully synthetic power steering fluid is capable of exceeding all others in overall performance. The steering system’s demands on the fluid, with high pump flow rates and extreme temperatures, make this full synthetic a top choice to provide the driver with a confident and consistent feel from start to finish of a race. This fluid will not develop foam — which can cause cavitation of the pump — nor will it break down during long green flag runs at full operating temperatures. A major advantage of Jones Racing Products’ clear power steering fluid is it allows the team to keep a watchful eye on the stability of the system with just a quick glance at the fluid itself. Two quarts of fluid changed every 1,500 to 2,000 laps will keep the entire steering system working like new. jonesracingproducts.com 610.847.2028

Fuel for your tank Holley, HydraMat Fuel Reservoir There’s nothing worse than running out of fuel short of the finish line. Perhaps the only thing worse is running out of fuel, while there’s actually still fuel in the tank. The HydraMat Fuel Reservoir solves this issue. It’s designed to reduce fuel-starvation issues that are present in hard cornering, acceleration, stopping, inclines, and low-fuel conditions. It is in these situations that traditional fuel pick-ups can be starved of fuel, which then introduces air into the fuel system, resulting in poor engine performance and even engine stalling. Surface tension and fluid wicking are two key aspects that give Hydramat the amazing ability to draw fuel from nearly any area of the mat that has contact with fuel. The HydraMat is available in various sizes and shapes to accommodate different tank sizes and openings. Square, rectangular, and “X”-shaped mats are available to provide easy installation. holley.com 866.464.6553 66 OneDirt.com / Vol. 3, Issue 2

It’s all in your head RHS, Cylinder Head Assembly Kits The horsepower capability of cylinder heads can be limited if not used with the right parts. Cylinder head studs and components can mean the difference between high-performance durability and stress-related component failures. RHS tests all of its cylinder heads with premium COMP Cams components − giving you the optimal airflow combination for maximum engine performance. These exclusive RHS part kits provide the ideal combination for your cylinder head assembly and are proven to offer superior performance for your specific engine application. Each assembly kit includes premium COMP Cams parts and is designed to assemble a single head. Solid and hydraulic rollers for small-block Ford and big- and small-block Chevys are available. racingheadservice.com 877.776.4323

Smooth to the touch Longacre Racing Products, Suede Steering Wheel The new suede-wrapped, aluminum steering wheel by Longacre gives you an excellent grip for better car control. The high-quality suede absorbs vibration and allows you to soften your grip, making it easier to feel the car. Additionally, it will reduce wrist, hand, and arm fatigue late in the race. The lightweight CNC aluminum spokes offer a choice of black, anodized, or natural and provides a great-looking wheel that only

weighs 2.3 pounds! Dirt racers will love this wheel as only a little soap and water, combined with a suede cleaning brush, is required to make it look like new. These affordable dished wheels are 15 inches in diameter and come drilled with the standard 3-bolt pattern. longacreracing.com 800.423.3110

Passion COMPETE TO

Doug Stringer’s path to success has spurred great racing careers

By Ben Shelton

acing is a great sport. Odds are pretty good that if you are flipping through the pages of this magazine, you agree with that statement. As a hobby and a pastime, racing is simply phenomenal. It’s a place to enjoy wholesome entertainment with your family. It’s action-packed and a total sensory overload. On the flipside, racing as a business is tough. It’s not hard to fall short of your financial goals. It can truly be more than humbling. To really persevere and be successful in the business side of racing, you have to do more than just have a good plan of attack. You have to love the sport and have a total passion for it. Doug Stringer, owner of Stringer Holdings, is this kind of person. From an early age, he developed a strong love for the sport while helping his father build not only dirt racing cars, but also specialty cars that took their shot at taming the treacherous run to the top of Pikes Peak. “The time with my dad in the shop was really something special,” remembers Stringer. “We didn’t have such a great relationship because I was a bit of an ornery kid and got in a little trouble. So, the times I really enjoyed was spending time with my dad and his friends working on the race car. That’s where my passion for racing began.” Stringer tried his hand at racing in the late ’80s in the ASA pavement ranks but quickly found driving wasn’t his cup of tea. He wanted to be involved in racing, so he found his way into the sport, working on the financial end of things with various NASCAR operations. 68 OneDirt.com / Vol. 3, Issue 2

Photo by Mike & Jeff Photos

The time with my dad in the shop was really something special. That’s where my passion for racing began. His success with obtaining sponsorships in the NASCAR world ultimately led to a job offer in drag racing. In 1996, Stringer became the general manager for Jim Epler’s Roy Doctor Funny Car. The team enjoyed considerable success. In fact, it was the first Funny Car to ever eclipse the 300 mph mark. “I learned so much while I was with the Epler team,” notes Stringer. “The crew chief, Lance Larson, took the time to explain to me the mechanical aspects of a Funny Car, ranging from the clutch system to the fuel system. It really meant a lot to me that he would take the time to help me understand these fascinating aspects.” Both Larson and Stringer would eventually find themselves with Dean Skuza’s Funny Car team, and while there, Stringer brought a major sponsor to the racing world. “I was very proud to bring Matco Tools into racing for the

Daryn Pittman

first time ever,” recollects Stringer. “That was a really big deal at the time.” While his heart was in drag racing, Stringer couldn’t quite find a way to make a living in the sport. He soon found himself back in the NASCAR ranks working in different facets. In 1998, Akins Motorsports recruited him to take on the role of General Manager for its NASCAR Busch Grand National Series program. This role presented Stringer with a bevy of tasks as he managed the day-to-day operations of the team. From overseeing personnel to establishing relationships with vendors to planning the team’s marketing strategy, he did a little bit of everything. This wide array of responsibilities allowed him to expand his knowledge and hone his skills within the business. “I learned so much at Akins Motorsports, but my biggest takeaway was to always put family first and employees right next to them,” comments Stringer. “Brad (Akins) really instilled this principal in me. Now, almost two decades later, I still see all of these former employees from Akins, and they are now excelling in various areas of the sport. That’s a great feeling to experience.” Stringer excelled quickly in the role; he was able to secure several key sponsorships for the team. However, it was in 2000 that he established a marketing partnership that would lay the foundation for several of his future endeavors. “Christian Elder originally brought the Great Clips sponsorship into the organization,” recalls Stringer. “While things didn’t work in the long-term for him to stay involved with the

program, Great Clips really liked what we were doing and made the decision to stick with our efforts. They’ve been an amazing sponsor since day one.” By 2001, Stringer was ready to take his next big step. He took over primary ownership of Akins Motorsports that year. Always looking to the future, he hired rising star Kasey Kahne to pilot the team’s No. 38 Great Clips entry in the NASCAR Nationwide Series in 2003. “I knew that Kasey had all of the potential to be a star,” remembers Stringer. “He was young, determined, clean-cut, and new. I had also heard about his accomplishments in every level of Sprint Cars. That was about the time that Tony Stewart was really starting to catch fire, so I knew that there was definitely something special to a guy who could win in that division.” Stringer’s vision of Kahne’s potential came to fruition quickly, as the Washington native scored his first-career win at the end of the 2003 season at Homestead-Miami Speedway. The victory not only cemented Kahne’s presence in the NASCAR ranks, but also made him the face of the Great Clips brand, which continues today. In the rapidly changing world of motorsports, Stringer was no exception, and by 2006, he was taking his team in a different direction. He merged Akins Motorsports with Braun Racing. With Kahne focusing primarily on NASCAR Nextel Cup Series competition, Jason Leffler joined the team to drive the Great Clips entry. Leffler recorded several strong performances with the team, including his first win in 2007 at O’Reilly Raceway Park (IndiOneDirt.com 69

anapolis, Indiana). Not only was it his first triumph, but it also marked Toyota’s first triumph in NASCAR Nationwide action. The team would rebrand themselves as Turner Motorsports in 2011, with Kasey Kahne returning to split driving duties with Jason Leffler in the Great Clips No. 38. Despite their on-track success, Leffler and Stringer didn’t always see eye-to-eye. “Jason and I had some definite battles, while he was driving for us,” remembers Stringer. “It was a strained relationship at best. In fact, we actually didn’t start to become close until after he left the team to go back to dirt racing. We started talking more, and I really started to notice Jason becoming more responsible and mature.” It would be a bond that was further strengthened by Leffler’s untimely death, at the age of 37, in a Sprint Car accident in 2013 at New Jersey’s Bridgeport Speedway. “Jason really made a change for the best after his son, Charlie Dean, was born and that really endeared me to him,” notes Stringer. “His son was his top priority and really his whole life, and seeing that change in him really made his passing so incredibly hard for me to accept.” For the next few seasons, the team continued to experience success, but by 2013, Stringer was ready to once again take on a new challenge. He made the decision to put his focus on rejuvenating and growing the Great Clips Racing program. “Great Clips is like family to me, and they put a lot of faith in me always finding a way to give them the most return on their advertising dollar,” says Stringer. “I came to the reality that I

Kasey Kahne gave Great Clips their first NASCAR Sprint Cup Series win at Bristol in 2013. 70 OneDirt.com / Vol. 3, Issue 2

Jason Leffler

could no longer give them the on-track results that they deserved with my own team. That’s why I made some wholesale changes within the partnership.” Just like his vision in Kasey Kahne, Stringer had a vision of exactly where in the NASCAR community he would like to see Great Clips Racing aligned for the long term. As a result, he negotiated deals to have the operation aligned with Hendrick Motorsports in the Sprint Cup Series and JR Motorsports in the Nationwide Series.

I knew that Kasey [Kahne] had all of the potential to be a star. He was young, determined, clean-cut, and new. His vision didn’t stop there, though. He also recognized the value of having a multi-tiered program within different types of racing. As a result, he made the decision to also become involved with Kasey Kahne Racing (KKR) in the World of Outlaws (WoO) Sprint Car ranks. “Back to my goal of giving Great Clips the most bang for their buck, I knew that the World of Outlaws went into a lot of markets that NASCAR didn’t touch,” comments Stringer. “It was a no-brainer to become involved, and the return on investment has just been amazing so far.” Stringer’s multi-tiered plan allowed Great Clips to market its more than 3,900 stores with a power line-up of drivers including Dale Earnhardt Jr., Kasey Kahne, Jimmie Johnson, and Kevin Harvick. Through these name-brand racers, the company could reach enormous fan bases. In 2013, Kasey Kahne presented Great Clips Racing with a first. He scored the NASCAR Sprint Cup Series win at Bris-

Daryn Pittman gave Doug Stringer and Great Clips their first championship in 2013.

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From day one, I always said that I wanted to win a title with one of my teams so that I could give my dad a championship ring. With Daryn [Pittman]’s World of Outlaws title, I was able to do this. tol Motor Speedway in March of that year. The victory was the company’s first in the division. In the dirt racing world, Kasey Kahne Racing would give Stringer and Great Clips Racing another first. The 2013 season found Oklahoma-racer Daryn Pittman claiming the World of Outlaws Sprint Car Series championship in the Great Clips No. 9. It marked the first-ever series championship for Great Clips Racing. “From day one, I always said that I wanted to win a title with one of my teams so that I could give my dad a championship ring,” Stringer thoughtfully recalls. “With Daryn’s World of Outlaws title, I was able to do this.” For Pittman, he was not only proud of claiming his first WoO title, but also to win the championship for Great Clips Racing. “I’ve been racing a long time, and my first several years of action, I did it in a family-owned car, where it was a constant battle to find marketing partners,” Pittman remembers. “It’s so tough to find great sponsors like Great Clips, who are totally invested in doing anything they can to help you be the best. Then you have Doug (Stringer), and you just won’t find a better guy anywhere. I was so honored to be able to give them that first championship.” More than 15 years since Stringer developed his relationship with the company, Great Clips Racing continues to thrive. In NASCAR alone, it is one of the longest-running sponsorships. The success in NASCAR has allowed Stringer Holdings to expand into other areas, which has resulted in an increased staff. The company now provides turn-key programs in all

72 OneDirt.com / Vol. 3, Issue 2

levels of motorsports, for hospitality, at-track activation, and business-to-business partnerships with companies such as Taxslayer, the DIY Network, Discovery Channel, and Dre Works Studios. Stringer Holdings and Great Clips Racing didn’t stop there though. In 2015, the company expanded into the NHRA Mello Yello drag racing series to sponsor the Top Fuel Dragster for veteran Clay Millican. “It truly was a homecoming of sorts and a total dream come true,” Stringer emphatically notes. “I always dreamed of being elbows deep in drag racing, and now here I am.” For Millican, he couldn’t be anymore thrilled about the opportunity that the 2015 season brought his way. “I was at a point where I had Parts Plus and a couple of other sponsors for the 2015 season, but I was without a team,” remembers Millican. “I’ve known Doug for a long time, and honestly, I just called him to see if he had any leads of teams that might be looking. The next thing you know he’s putting a team together for me, and I’ve got this awesome hot rod with both Parts Plus and Great Clips on the side. It was truly a dream come true.” Stringer believes strongly in being involved in charities. With involvement in multiple charities with Kasey Kahne – including the 5Kahne run in downtown Charlotte and The Drive golf tournament in Washington, which is put on by Kahne and

I really want to win a Wally [NHRA championship]. I want to show the sport that you can still take a hard-working, determined team like we have with Clay Millican and achieve your ultimate goals without an unlimited budget. Seattle Seahawk player Russell Wilson – Stringer is always looking for new avenues to give back. The charity event that is perhaps closest to his heart is the Jason Leffler Memorial. This charity racing event at Wayne County Speedway in Ohio — which, by the way Stringer has acquired along the way — raises money for the Charlie Dean Leffler Discretionary Trust. The discretionary trust goes directly to covering all of the financial needs of Leffler’s young son. “That race is so special because, obviously, it’s a celebration of Jason’s life, and it benefits his son,” says Stringer. “It’s become quite the homecoming because it’s a midweek show, so we get drivers from so many different types of motorsports that come together on one night. It’s really like a family reunion, and I’m so very proud to be involved.” In October 2016, the fourth running of the event will become the richest Midget Sprint Car event in the country with a purse that includes a $20,000 top prize and $1,000 just to start. Sometimes in the business world, to be as successful as Doug Stringer has been, you have to be a bit crude. Talking to

the drivers within his program, you quickly learn Stringer is the complete opposite. “Our race shop is literally in Doug’s backyard there in McLeansboro, Illinois,” laughs Millican. “After he gets home from work, he comes out there and hangs out with the team. He’s not just the team owner, he’s truly part of the team. He sets a great example for the kind of person that we all want to be.” Daryn Pittman echoes Millican’s sentiments about Stringer. “He’s that kind of guy that you talk to once and you immediately feel like you’ve known him forever,” Pittman comments. “He’s just so down to earth and so genuine that it makes you want to win that much more for him.” For Doug Stringer, it’s all about his love of racing and the thrill of the battle. “I definitely still enjoy everything about racing,” notes Stringer. “In fact, I absolutely love drag racing and dirt racing as much as I ever have. One of my happiest moments is anytime that I see Kasey (Kahne) succeed because he’s meant a lot to me personally and professionally over the years.” With his companies constantly on the grow, there’s truly no telling what new endeavors the future will hold for Stringer and his Great Clips Racing properties. There is one very big goal he has in mind before his career in racing is done, though. “I really want to win a Wally — the one-foot tall trophy that an NHRA Mello Yello team receives for a championship,” enthusiastically states Stringer. “I want to prove that it’s not all dollars and cents. I want to show the sport that you can still take a hard-working, determined team like we have with Clay Millican and achieve your ultimate goals without an unlimited budget.”

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TS_1Dirt_1-2_Mar16.indd 1

3/16/16 2:19 PM

RUNNINGS

Words Dan Hodgdon

Synthetic oil and proper cooling can help Dirt Late Models run more efficiently

irt Late Model engines run hot. While this certainly isn’t news to those who have spent significant time around the track, advances in oil and cooling systems provide an easy way to reduce temperature. Most Dirt Late Models use deck-mounted oil coolers for ease of placement and to avoid flying rocks and mud balls. However, airflow is not very efficient in this area, which allows temperatures to rise higher than most engine builders like. Most of these engines will see oil temperatures around 300 degrees, especially at heavier and bigger tracks (think Eldora, for instance) when conditions require drivers to be on the gas harder and longer. Advancements in suspension technology have also contributed to in74 OneDirt.com / Vol. 3, Issue 2

creased oil temperatures. It wasn’t that long ago when most chassis makers used three-link rear suspensions and Monroe shocks. However, in the past five years, chassis builders have made major engineering gains and shocks have gotten exponentially better, while cooling options have remained largely the same. Better suspension and shocks equates to more grip, thus letting drivers be on the gas harder and longer. This, in turn, raises oil temperatures. “For every 20 degrees over 220 degrees that engines are run, it shortens the life of the oil by 25 percent,” says Driven Racing Oil’s Scott Diehl. “So, if you have an oil that is good for 500 laps, if you run at 300 degrees you shorten the life to 160 laps.”

Shane Clanton (25) is a top Dirt Late Model competitor who uses a superior synthetic oil like Driven’s XP9, which can help significantly lower oil temperatures.

For every 20 degrees over 220 degrees that engines are run, it shortens the life of the oil by 25 percent. If racers invest a little more time and money in lowering oil temperatures, it will not only make the engine happier, but also save them money in the long run. While oil alone is important, teams can also save money on repairs by using the correct radiator and oil cooler on the front end. Herb Engelhart of C&R Racing points out that many teams are not doing so in an attempt to skimp on cost, leading to later, more expensive problems. He explains that with the nose down tight to the track and no grille openings, Dirt Late Models have very limited air flow, meaning they rely almost exclusively on a radiator’s mechanical fan. This is exacerbated by the fact that due to engine advancements in recent years, many of these vehicles are capable of making 850 to 900 hp, which creates more heat. Yet they still rely on inadequate cooling systems. “Water and oil run hand in hand; if the radiator isn’t working well enough, it’ll drag the oil temp up and vice versa,” Engelhart says. “I believe the quality and performance of today’s oils is the only reason Dirt Late Model teams don’t have more engine issues. I really feel like the lubricants today are really saving their bacon, so to speak. But their bacon is pretty crispy most of the time, and there are solutions out there like we have here at C&R.” One solution from the company is a new stacker design which puts the radiator and oil cooler, stacked one in front of the other, in the nose of the car. “I can’t think of a better spot for the oil cooler to be than right in front of the fan on a Dirt Late Model,” Engelhart says. The oil cooler utilizes an efficient tube-and-fin design vs. plate and fin, or as Engelhart is fond of saying, “a real oil cooler” core like his company uses in NASCAR and other applications. This package sells for $1,995, which is a higher price point than most teams are used to, but it has been proven time and again both in asphalt racing and by Best Motorsports in the Dirt Late Model world, with crew chief Randall Edwards and star driver Brandon Sheppard. Instead of the typical 50-plus degree splits between water and oil temperatures, the Best team is seeing only 25-35 degrees of split. They usually are running 210 to 225 degrees on

water and 235-260 on oil, depending on track and ambient temperature. This is a far cry from the 300-degree oil temperatures and 250-degree water temps often seen with deck-mount coolers. In addition, Engelhart notes many racers believe there might be an issue with their radiator and water temperature when, in fact, the problem is with the oil temperature. To combat this problem, C&R also produces a standalone oil cooler that is run by most Dirt Late Model teams and costs just under $600. Engelhart says when it’s mounted in the right spot, it will get the job done by getting just enough air to cool properly. Many teams will put $40,000 to $50,000 on an engine, and then spend less than $200 on a radiator and oil cooler, so it’s important to consider what companies like C&R can offer. Quite simply, there are not many options, if any, that can properly cool 900 hp with limited airflow. Luckily for racers, synthetic oils can provide better cooling even when racers have not invested in an improved cooling system. Lubricants are asked to not only lubricate, but also to help cool engine parts. Synthetic oils have a higher specific heat than conventional options, which allows them to absorb more heat from the engine parts. It can then be released through the various cooling mechanisms of the oiling system, such as the cooler and oil pan. “The thicker the oil is, the bigger the molecules are,” Diehl explains. “When you try to force the bigger molecules through tight orifices, they rub up against each other. This causes parasitic friction that raises temperatures.” A properly formulated full synthetic 10W- 40, like Driven’s XP9, offers shear stability with a high viscosity index. Viscosity index is a measurement of an oil’s resistance to thinning with temperature.

The higher the index, the less the fluid thins out and the better the protection. Thus, XP9 will have the same bearing film strength and same oil pressure as most conventional 20W-50s at higher oil temperatures, like 250 degrees. “If we get oil temperature down by using better oils and a better cooler, it will allow the use of a lighter oil which makes everything better,” Diehl says. Most teams are good about heating the water before they fire the engines, but many don’t take time to heat the oil. When engines are started with a 20W50 that is cold, they don’t flow very well thanks to the fluid’s thickness. This is when most cold start wear is most common. Utilizing a full-synthetic 10W-40 will flow much better at colder temperatures and eliminate most cold start wear. Thinner oils are not always better, but rather it is important to match an oil’s viscosity with the requirements of the engine. Not all oils are formulated equally, meaning that even though two different 10W40 oils from two different companies may have the same viscosity ratings, they may behave differently inside the engine. One may not be as shear stable, or it might have a different viscosity index rating. Using a good synthetic oil will always provide added protection. Using a good cooling system will, too. Asphalt racers understand the importance of cooling because it allows them to run more tape on the front of the nose, thereby creating downforce. On the other hand, many Dirt Late Model teams will spend money on high-end engine parts, trick shocks, tires, and anything they believe will make the car go faster, but they often overlook the importance of cooling. Here is where many Dirt Late Models with proper cooling may find an advantage. Source: Driven Racing Oil, drivenracingoil.com

Brandon Sheppard and Best Motorsports are using a new stacker radiator and oil cooler system from C&R Racing. OneDirt.com 75

SHOP TOUR Five Star Race Car Bodies TWIN LAKES, WISCONSIN

ust across the Illinois border in the small town of Twin Lakes, Wisconsin, lies Five Star Race Car Bodies — one of the best-known names in all oval track racing. The company is celebrating its 37th year in business and is renowned for building plastic and composite body panels, along with polycarbonate windows, prevalent in series such as NASCAR Sprint Cup, Xfinity, Truck, the K&N Pro Series, and the ARCA Racing Series. It also produces bodies in many different forms of racing such as oval pavement and dirt, drag racing, road racing, and off-road vehicles covering a variety of classes. The company’s racing windows are the number one windows used in all motorsports. This spring, OneDirt was invited to take a look inside the nearly 200,000 square-foot operation in the Dairy State. This state-of-the-art, super-clean facility is made up of seven buildings, each one a specialized cog in Five Star’s enormous wheel. There are areas devoted to shipping, production of windows, new product design, advanced composites, 76 OneDirt.com / Vol. 3, Issue 2

molded plastics, metal fabricating, polycarbonate coatings, vinyl graphics and more. In fact, it was Five Star that first produced the headlight decals that are now so prevalent on modern race cars. “Each team in every department is specialized in their skill set with differ-

ent responsibilities, working to provide racers with the highest-performing and highest-quality racing products every day,” says Five Star’s owner Carl Schultz. “They are motivated to make sure that every part meets our high quality standards.”

In addition to the company’s Wisconsin location, a number of components are shipped and warehoused to Five Star’s Dealer Service Center in Troutman, North Carolina. This provides easy access to authorized dealers, racers, and teams in the heart of stock car country. In recent years, the 120-plus employee company has penetrated the dirt market in a big way, thanks to its MD3 line. Five Star has worked together in a marketing partnership with Performance Bodies to develop the line, and it’s now prevalent in the Dirt Late Model, Street Stock, and Dirt Modified markets. Among the Wisconsin facility’s many impressive elements is its automated plastic forming machines used to mold the MD3 brand plastic body panels and components. Molds are designed and developed by the design team, then the machine goes through a heating cycle to form the part, after which it is water cooled and dropped down onto a platform where it is finished trimmed and inspected to become a piece of a race car such as a nose, fender, rocker panel, quarter panel, or any variety of other panels and body accessories. There is no waste while making these products. All excess trim scrap is ground up into pellets and sent back to the sheet manufacturer to be melted down and blended into new plastic sheets. It is then sent back to Five Star. However, not everything made at Five Star is automated and machine-manufactured. For example, all of the composite body panels are extremely labor intensive, requiring a skilled team of usually two to six people laying fabrics into precise locations in a mold. Sometimes, up to 40 individual pieces go into a part, and each part can consume around four to six man hours to produce. According to Schultz, the number-one problem with composite manufacturing is the emissions released into the air when the resin is curing. Due to regular air quality testing and state and federal permitting, Five Star has taken proactive measures to innovate new, modern forming processes that are considered zero emission. The company has successfully reduced hazardous emissions in its facility by more than 92 percent. This change has also benefitted racers because body panels are now much thinner, lighter, and considerably stronger — all while helping to protect the environment.

One of Five Star’s famous composite bodies greets visitors in the lobby.

This is how it all began.

Each team is specialized in their skill set with different responsibilities, working to provide racers with the highest-performing and highest-quality racing products every day. Five Star carries inventory of more than 2,500 different items currently offered in its catalog. It also houses thousands of molds for different body styles for varieties of racing applications that have been used over multiple generations dating back to the 1970s. Storage is always an issue, and it seems whenever old molds are disposed of, a customer is calling to request more parts made from them. On the dirt side, Five Star and Performance Bodies’ well-known MD3 line consists of body panels and components designed and aerodynamically engineered for high-performance, maximum downforce, and great style. MD3’s exclusive high-impact plastics and advanced lightweight composites are the most durable, cost-effective material for racers. Un-

matched durability and shape consistency help the exclusive lightweight materials hold up in the toughest racing conditions. MD3 also produces components such as molded plastic rocker panels and wheel flares, advanced lightweight composite roofs, and hoods that weigh less than six pounds each. The hood is a composite piece that doesn’t flex at high speed and features hood scoops or air deflectors in front of the air cleaners, to ward off dirt and other debris. The roof is very flat and doesn’t require ribs for structure. Ribs or additional structure found in other roofs can disturb the air and add unneeded weight. Each roof also features vortex straighteners near the back to help air reach the spoiler for maximum downforce. “These specially formulated lightOneDirt.com 77

Storing all of the products from the MD3 line takes up a lot of space!

MD3 plastic Lower Nose Valances awaiting a good home. 78 OneDirt.com / Vol. 3, Issue 2

weight, high-impact materials and proprietary forming techniques make the MD3 the most desired body parts offered in all dirt racing,” states Schultz. “This brand’s level of quality is something that you simply cannot get from other manufacturers offering similar but cheaper spin-offs.” Five Star does all of its own, original designs for these products in house. The staff always tries to utilize the help of premier racers and industry-leading car builders for feedback and design input. Their involvement ensures all parts are made to capture any and all performance characteristics possible. The all new Lower Nose Valance for Dirt Modifieds has been one of the hottest sellers this year. “Modified racers have always used an aluminum homemade front nose piece. This plastic valance is added to the bottom of a traditional aluminum nose,” Schultz explains. “It adds several benefits, namely enhanced styling, added front downforce, and extra durability. The advantages of using molded plastic in this area is that it withstands greater impact while still holding its shape, whereas aluminum wouldn’t hold up as well and usually bends or breaks. It’s been a huge hit for Modified teams.” The bottom line is the MD3 product line has been used on race-winning and championship-winning Dirt Late Models for several years, and is the

Tyler Nicely (above) is utilizing an MD3 Lower Nose Valance for Dirt Modifieds. Scott Bloomquist (below left), and Jason Feger (below right) are some of the many Dirt Late Model drivers utilizing MD3 Evolution components.

proven-best brand in all dirt racing. So, itâ&#x20AC;&#x2122;s no big surprise this technology is now spreading like wildfire throughout the Modified world. Lightweight construction, durability, and ease of installation make MD3 a must-have for your racecar. All MD3 products are available exclusively through Five Star Race Car Bodies and Performance Bodies Dealers. Visit fivestarbodies.com or performancebodies.com for more information. The gallery on the accompanying pages provides just a glimpse into what makes Five Star Bodies and the MD3 product line one of the most popular and trusted names in all racing.â&#x20AC;&#x201A; Source: Five Star Race Car Bodies, fivestarbodies.com

Five Star first designed the vinyl decals so prevalent on race cars today. OneDirt.comâ&#x20AC;&#x192;79

TIGHT

Custom cam selection for two-barrel engines

t’s no secret racing can get way out of hand. Thankfully, classes like the Saturday night Hobby Stock exist with rules that try hard to keep costs down and competition levels high for those on limited budgets. What racers can’t fix with cash, they can make up for in creativity or tuning, and every advantage helps. Since racing engines can easily cost as much as a small house, limitations often mandate a stock block, heads, rods, and flat-top pistons. Compounding the restrictions is the use of a two-barrel carburetor. A smaller carburetor presents its own set of challenges as it lowers air pressure in the manifold, creating a shorter period of time when the manifold pressure is greater than the pressure in the cylinder. A shorter intake valve duration is required to quickly fill the cylinder and not lose power during overlap. This means finding a cam that can make the most out of a little. Digital ignitions may have come a long way but the camshaft is still the “brain” of an engine. It influences every timing event from spark to exhaust and no other component has the capacity to affect the engine’s power as much as the cam. In dirt track racing, the number of

We asked Mike to share his thoughts on what goes into making a good two-barrel cam. He says like all classes, the goal is to find the apex rpm, pull hard off the corner, and continue to pull past the flag stand without turning any more rpm than necessary. Doing that takes a tighter lobe separation to fill the cylinder quickly under less pressure than a four-barrel would create. It’s important to match the cam timing with the intake ports’ harmonics and exhaust scavenging characteristics, and an early intake closing can build more dynamic compression with flat top pistons. Since duration is the measurement of time one valve begins to open until it closes, getting that to happen a bit earlier can start filling the cylinder earlier. Duration is measured in degrees of crankshaft rotation, not camshaft. Thus, if a cam timed for 108 degrees off the intake centerline is installed 3-4 degrees advanced, it can start opening earlier during the crankshaft rotation. If a driver is seasoned, most engine builders install the cam a few degrees advanced to help bring on the torque a little earlier. Care must be taken with drivers not used to this setup, as the power can come on earlier than expected and they run the risk of spinning the tires coming out of the corner.

MORE POWER

SPACES Words Brandon Flannery

80 OneDirt.com / Vol. 3, Issue 2

variables affected by the cam are astonishing. Some racers even set the suspension up around it. Obviously, there are a list of questions contributing to the correct camshaft choice. These include the aforementioned engine components, lift or vacuum rules, rpm limits, and cam choice of either hydraulic or mechanical flat tappet. Other specifics may include intake manifolds, displacement, compression ratio, headers, and fuel systems. Beyond the car, things like rpm levels (peak and average) and type of tracks are questioned. Do you need low-speed torque, mid-range power, or high-rpm power? Long track or tight bullring? “Lastly,” says Mike Laughlin of Lunati, “after all of this has been taken into consideration, we have to look at the driver. They come in two types: What I call the ‘stab and steer’ guy and those who have mastered the ‘smoother is faster’ concept. We can accommodate both.” “Those who can carry speed through the corners may not need as much lowend torque as the stab and steer guy. Smooth guy can take a wider lobe separation for a broader powerband, while we may close it up a bit to get the other guy off the corner faster.”

“Tight” Lobe Separation Angle (106˚ to 109˚)

IN.

“Wide” Lobe Separation Angle (110˚ to 118˚)

EX.

IN.

EX.

Lobe Separation = (Intake Centerline + Exhaust Centerline)/2 A tighter lobe separation will fill a cylinder under less pressure (which is helpful when intake flow is restricted with the use of a two-barrel) and make more low- to mid-range power that’s useable on the racetrack. Wider separations generally see greater power numbers at very high rpm, but that comes at the expense of significantly decreased low and mid-range rpm power.

Retard Advance

Advance

• Earlier intake closing creates more cylinder pressure at low rpm • Opens intake valve sooner • Builds more low end torque and throttle response • Decreases piston-to-intake valve clearance • Increases piston-to-exhaust valve clearance Photo by Scott Oglesby

Another area to look for advantages is lash. Lash is the gap between the valve tip and the rocker arm when the lifter is on the base circle. Tightening up lash can help use more of the cam effectively. Tight lash already starts opening the valve on the cam by the time a loose lash comes in contact with the rotating parts. That part of the ramp is already working to open the valve, and gives the lifter more time to accelerate before it gets to .020, so it moves from .020 to .050 in a shorter amount of time. It then closes the valve a little faster, reducing cylinder bleed off. Tight lash mechanical cams can run a more aggressive opening ramp because they use more of the lobe. Running a tight lash in classes with a limited lift rule can get more of the valve open within specs. As an example, a cam with .470 net lift and .030 lash isn’t open as far as a cam with a .490 net lift and a .010 lash. For those willing to experiment, Lunati offers three “Tight Lash” cams: a Tight .016 Lash Solid Flat, a Lift Rule .010" Lash Solid Flat .842" Lifter, and their new TL2 .014 Lash Solid Flat. There is one thing to keep in mind, however. Lash deals with temperature-induced expansion rates between the block, heads, pushrods, and valves.

Retard

Cam Rotation

• Later intake closing delays when maximum cylinder pressure is achieved • Opens intake valve later • Builds more high end power • Increases piston-to-intake valve clearance • Decreases piston-to-exhaust valve clearance

Cam timing can be manipulated by installing it slightly advanced or retarded using degree bushings. Advancing it 3-4 degrees will build more low-end torque and throttle response that is especially handy for getting cars off the corner.

This expansion rate can vary from .004 to .012 or more. Generally, the head grows more than the push rod. Because it’s attached, the expanding head moves the rocker arm away from the push rod, creating a gap, or a lash. If that gap is too tight, the valves hang open and burn up. If the gap is too large, the valve train takes a violent hammering that can break parts. The larger gap also uses up motion that is otherwise needed to fully open the valves, and performance suffers greatly. On solid lift cams in race engines, the lash should be checked weekly and the springs should be inspected. On hydraulic cams, make sure the rocker adjustments stay set and inspect the valve springs. Be sure to verify there is a minimum of .040-inch clearance between coils at maximum lift, to avoid coil bind, and use the correct pushrods to get the

geometry dialed in properly. Choose a cam with the highest lift the rules allow, and even though it may exceed the peak flow a stock setup can use, it will get to that point faster. Consider using a ratio rocker if allowed. They won’t change the opening point of the valves, but they will increase the lift throughout the rest of the curve. A higher ratio also reduces pushrod travel and deflection. Roller lifters are always easier on the valve train and take less power to turn. They can yield as much as 15 extra horsepower over a flat tappet. As always, be sure to match the springs to the cam, and give the guys like Mike at Lunati a call if you think running a tighter lash or shorter intake duration can help you gain an advantage. They are there to help. Source: Lunati, lunatipower.com

OneDirt.com 81

MAKING IT

WORK Longacre Racing Products are leaders in the racing technology field

By Ben Shelton

ince 1978, Longacre Racing Products has been an innovator in the motorsports industry. They have diligently focused on manufacturing top-quality parts, which are designed to help racers perform better, while also saving time and money. Founded by Jack Jaynes, the racing heritage of Longacre goes back to short track racing in the 1960s. It was during this time Jaynes realized the need for specialized products that weren’t readily available. He began building those parts, and the seeds of a thriving business were sown. Fast-forward more than six decades later to 2016, and the company has grown to employ many talented people in their 52,000-square-foot facility in Monroe, Washington. Longacre Racing Products is fully dedicated to making nothing but racing parts and tools. The company’s group of loyal employees includes racers and crew members who understand the need for racing parts that work and last. Quality is always their top priority. Their knowledgeable sales staff is committed to helping racers get the parts that they need to win. In addition, Longacre’s staff can answer any and all technical questions about their products. Their extensive, worldwide dealer network is second-tonone, which gives their customers plenty of options to get their parts quickly during the busy racing season. You’ll find each member of the staff focused on creating parts to help racers get to victory lane. Not only is innovation a way of life at the company, but there’s also a constant drive to find ways to improve existing products. Longacre has a storied history in producing everything from pre-wired dashes to handy tools for tweaking your hot rod. However, as of late, Longacre has become widely known for 82 OneDirt.com / Vol. 3, Issue 2

Billet caster camber gauges.

their ComputerScales line. These scale systems are renowned for their quality and durability, which lasts for years. Not only are they dependable, but they also feature cutting-edge technology. Recently, Longacre once again upped the ante in the racing scales market with a new expansion of their ComputerScales product. The introduction of their innovative, wireless scale system – which is tablet app based — has definitely taken scaling to the next level. This state-of-the-art technology will have you looking for the best place to sell your current scales so you can free up space in your shop for these handy new ones. As an added bonus, free app upgrades will ensure you always have the latest features and setup tools for precisely dialing in the weight distribution on your race car.

Deluxe tire gauges

Billet roll off levelers

Turn plates

All load cells and scale systems from Longacre Racing Products are tested and calibrated to the standards traceable to the National Institute of Standards and Technology (NIST). They are also part of a comprehensive measurement assurance program for ensuring continued accuracy and measurement traceability. Longacre pads utilize computer-designed reinforcing ribs, which are engineered to add rigidity. This design, which is not available with a simple flat-plate billet pad, offers lower deflection, along with more accurate and consistent setups. It’s important to note Longacre Racing Products isn’t focusing all their innovative energy just on scales. Several years ago, they recognized the need for quality racing gauges that are affordable for the average racer. To fill this need, AccuTech Inc. was created, and their Sportsman mechanical gauges have grown to be a top choice among racers. The company then upped the ante once again and added the electronic SMi Stepper Motor gauges and tachometers. These are now utilized by many of the top teams in dirt racing, including Scott Bloomquist and others. As Longacre Racing Products forges ahead in pursuit of the next wave of innovations in the racing world, one thing is for sure. The company will continue to put its sole focus on providing their customers exactly what they need to win. Source: Longacre Racing Products, longacreracing.com

Drilled steering wheels

Wireless pad modules OneDirt.com 83

RISING THROUGH THE

Texas racer Aaron Reutzel is a star on the rise By Lonnie Wheatley

84â&#x20AC;&#x192;OneDirt.com / Vol. 3, Issue 2

Photo by Lonnie Wheatley

lute, Texas. Near the Gulf Coast, is a small city about an hour or so south of Houston that annually hosts the “Great Texas Mosquito Festival.” But, it has a bigger claim to fame now than simply hosting a festival for those pesky biters. After all, it’s the hometown of reigning Lucas Oil American Sprint Car Series (ASCS) National Champion Aaron Reutzel. Just 26, Reutzel has burst into the racing scene’s general consciousness over the past two years. Aaron flirted with the upper echelons of the ASCS scene in 2014 and then began mingling with the best of the best in Sprint Car racing in 2015. Those that didn’t know who Aaron Reutzel was prior to 2015 definitely know who he is now. After all, he won the 2015 Lucas Oil ASCS National championship. He also won a feature in one of his first handful of starts with the bigger 410c.i. power plant bolted in his familiar #87 Sprinter. He also captured the Rookie of the Nationals honor at the prestigious Knoxville Nationals at Knoxville Raceway (Iowa). The 2015 season was most assuredly a good one for Reutzel, despite a bitter dose of reality thrown in the mix along the way. “It was a great year; we really couldn’t have asked for much more,” Reutzel comments. While to some it may seem so, Reutzel’s success didn’t exactly come overnight — as it rarely does in the racing business. Success is the culmination of years and years of learning, gaining experience, and honing those skills. If you hone them enough, and an infinite number of things go right, those skills might result in championships somewhere down the road. The road for Reutzel began 20 years ago when he jumped into a miniature version of a Dwarf Car at the age of 6. “The guy that owned the track had a few of them he would bring out and let kids race,” Reutzel explains. “I did that a few times, then the next year, we ran full-time in Cage Karts.” The path was set in motion, with Reutzel making the move from Cage Karts to Junior Sprints a year later at 8 years old. Reutzel then worked his way through the Micro Sprint Car ranks over the ensuing years, climbing to the Restricted “A” Class division at 12 and then the upper level Multi, “A” Class and NonWing divisions at the age of 14. At 18, Reutzel made the jump to the powerful Sprint Car ranks. Who knew what might lay ahead? The transition seemed an easy one, at least at the beginning. “At first, it didn’t seem bad at all,” Reutzel says of the move to the bigger cars. Reutzel did make it look easy early on running with the ASCS Gulf South Regional series. After getting his feet wet in 2008, Reutzel took on the full Gulf South tour in 2009 and raced to the season championship. That first full season also resulted in Reutzel’s first Sprint Car feature win, a Gulf South score at Beaumont’s Golden Triangle Raceway Park in July, after a half dozen previous podium finishes. After a runner-up finish in ASCS Gulf South points the next year, Reutzel and his father, Kenny, made the decision to step up to the ultra-competitive Lucas Oil ASCS National Tour in 2011. No question, the 2011 season was a tough one to be a rookie contender on an ASCS National trail that included the likes of Shane Stewart, Jason Johnson, Gary Wright, Brady Bacon, Tim Crawley, Johnny Herrera, Jeff Swindell, and others among its cast of regular characters. “That’s when Sprint Car racing got tough, once I got to racing more technical,” Reutzel explains. “When I started racing with guys like Gary Wright and Jason Johnson, that’s when it was a big transition.” OneDirt.com 85

Photo by Lonnie Wheatley

There was plenty to learn for a 20-year-old on the road fulltime for the first time. “I had so much to learn in more technical items, like racing in dirty air and things like that,” Reutzel says. “You start to learn so much when you’re racing with guys like that.” Reutzel held his own in that challenging rookie campaign, posting a 10th place finish in final points and earning Rookie of the Year honors with podium finishes at USA Raceway (Tucson, Arizona) and Placerville Speedway (Placerville, California), among season highlights. But, with financial backing not up to par for legitimate national tour contention, Reutzel stuck closer to home over the next two seasons to prepare for another shot down the road. And after another runner-up finish in ASCS Gulf South points in 2013, Reutzel returned to the National Tour in 2014. A key part in making that return to ASCS National Tour competition a reality was Bob Miller. Reutzel and Miller first met during the final races of the 2012 season at El Paso Speedway Park, Southern New Mexico Speedway, and Canyon Speedway Park. An immediate bond was forged between Miller and Reutzel. “He was like a second dad, even in that short amount of time,” Reutzel says. “He started helping a little in 2013, then really stepped it up in 2014,” Reutzel adds of Miller’s contributions to the ARR #87 race team. Reutzel’s experience and added backing began to show in 2014. And in a big way. He nabbed his first career ASCS National Tour win at Little Rock’s I-30 Speedway in April and added three more National 86 OneDirt.com / Vol. 3, Issue 2

wins along the way, in a season that featured nine overall triumphs and a runner-up finish in I-30 Speedway’s Short Track Nationals. The racer from was definitely knocking on the door. “As I was learning to race better from a more technical standpoint, I didn’t think I started getting that good until maybe a couple of years ago,” Reutzel says. “2014 was when I started breaking out some and winning some races. Then, last year, I felt like we could race with anyone, anywhere we showed up.” He showed that right away. Dropping a 410c.i. engine into the chassis for the first time, Reutzel made the haul to Yuma, Arizona, for Cocopah Speedway’s inaugural Winter Heat Sprint Car Showdown, to bring in the New Year in 2015. “We went there just hoping we could make the show each night,” Reutzel recalls. Reutzel did more than make the show. He challenged for wins on an almost nightly basis in the five-race series, only to be denied on a couple of occasions by parts failures. Perseverance paid off, with Reutzel getting his first 410c.i. win in the final round of action at Cocopah. “We were leading this deal, and I was just waiting for something to happen,” Reutzel laughed. All that happened was Reutzel saw the checkered flag before anyone else and collected a hefty $12,000 paycheck. The wheels were then well in motion for Reutzel to pursue his first ASCS National championship, after picking off a pair of wins in Florida to establish an early lead. In addition to clicking off wins, Reutzel also posted a Top 5 finish in his World of Outlaws debut at Oklahoma’s Salina Highbanks Speedway. A true dream season was in progress. Then, everything was quickly brought into perspective. Reutzel’s friend and mentor, Bob Miller, unexpectedly passed away in early June. “It was beyond difficult. The hard part was to keep going on something that we started together,” Reutzel says. “He wanted to win that national championship so bad.” The bond between Reutzel and Miller was a close one, so close that Reutzel missed a race and surrendered the series points lead, albeit temporarily, to attend Miller’s services in El Paso. “Missing that race, we knew it was a risk,” Reutzel recalls. “There was no way we would have missed being at his funeral for a race, I owed it to him to be there.” Reutzel won in his first race back on the ASCS National Tour at Kansas’ Salina Speedway to recapture the points lead and was back en route to the $60,000 championship. The going was still tough in the months after Miller’s passing. “It was hard to keep going, but we knew we had to finish what we had started,” Reutzel recounts. “The first two months, it was still so hard to believe it happened. We would run into stuff that was a Bob question, I’d pick up the phone to call, then remember.” Ultimately, Reutzel and crew member Don Grable delivered on what the team had set out to do; they captured the ASCS National championship. “That was priority number one, it feels great to have achieved it,” Reutzel says. “So many things have to go right along the way and you have to be prepared, it feels good to know that we were able to accomplish that.” With the title, Reutzel became just the third ASCS National champion, along with Jason Johnson and Shane Stewart, since Gary Wright’s run of series domination ended in 2007. Vying for a second consecutive ASCS National title in 2016, Reutzel wouldn’t mind following the path of preceding ASCS

As I was learning to race better from a more technical standpoint, I didn’t think I started getting that good until maybe a couple of years ago. Photo by Lonnie Wheatley

champs Johnson and Stewart to the World of Outlaws Sprint Car Series in the future, already mixing in as many 410c.i. events as possible to prepare for that potential jump. “The ultimate goal is to run with the World of Outlaws fulltime,” Reutzel says of the future. “Ideally, I’d prefer to develop a good relationship with

a car owner where it doesn’t just feel like a job,” Reutzel says. “Either that or get that big sponsor so that I can run my own team.” Regardless of the path Reutzel selects, or the path that chooses him, if his rise through the ranks is any indication, the future looks bright for this talented racer.

Official Spark Plug

www.e3sparkplugs.com

YEARS

A look through the COMP Cams photo archives By Brandon Flannery

It started with a spark. COMP Cams began grinding cams for racers, and those racers began to win. Racing is a fickle, superstitious sport with little room for parts that don’t work. Consistency in quality and tangible results at the checkered flag are the only way to progress, and all of the advertising in the world doesn’t do anything if the word of mouth isn’t there. Word of mouth is earned by doing things right and helping people reach their dreams.

From this small dyno cell came great things.

At 16, Jeff Gordon became the youngest driver to earn a USAC license. In 1991, the 20-year-old in this photo captured the USAC Silver Crown and became the youngest driver to win the season championship. This was also the year he began racing the Busch Series full-time and won Rookie of the Year. 88 OneDirt.com / Vol. 3, Issue 2

COMP Cams grew their little spark into a blazing roar of victorious engines across the world, and dirt track racing was at the very core. Some of the earliest customers went on to become household names, and 40 years later, COMP Cams is still the preferred choice of racers. We were given a rare treat to poke through the COMP Cams photo archives and found a selection of cars for a nice summary of their 40 years of power. Enjoy. Source: COMP Cams, compcams.com

In 2004, National Dirt Late Model Hall of Famer Scott Bloomquist took home a $100,000 purse in a Dirt Modified, of all things, in Batesville, Arkansas. Bloomquist has had a storied and wildly successful career as both a driver and chassis builder. If it has a checkered flag at the end, he’s probably won it.

The TMC Trucking race car was by far one of Sammy Swindell’s most popular with fans. It was even released as a plastic model kit by Monogram.

From the winged superstars to hobby stocks, COMP Cams has powered them all! With a career spanning five decades, Fulmer Lance was finally inducted into the Dirt Late Model Hall of Fame in 2016. He was known for good-looking race cars that went fast.

Larry Shaw Race Cars and Billy Moyer were an unbeatable combination. Billy captured more than 800 wins and is a sixtime World 100 winner. He currently runs his own race team with son Billy Moyer Jr.

Car owner Eddie Hanks had several drivers for the 7H car, including Mike Hoover, Jimmy Cofer, and Ronnie Daniels. However, it was Joe Gillentine behind the wheel in this photo from 1981. Shortly after this season, RHS stopped making racing engines and the car’s livery was changed.

Dale McDowell has been on the gas for three decades and even runs a driving school. Look up dirtschool.com to check out his class schedules.

Donny Schatz drives for Tony Stewart Racing. With well over 200 World of Outlaws victories, he has the third-most wins in series history, right behind Steve Kinser and Sammy Swindell.

The late Buck Simmons stands proud with the checkered flag and trophy after a hard-earned race. Buck’s dad put him in a car when he was 14, igniting a career that spanned five decades and more than 1,000 feature wins.

Australian racer James McFadden started young and was the first non-contracted driver to be crowned the World Series Sprint Car Champion in 2013. In 2014, he headed to America and wheeled the #3G for Joe Gaerte Racing.

For even more, search “40 years of dirt” at OneDirt.com. OneDirt.com 89

NEW

Sprint Car driver is now looking to conquer new challenges

By Brady Alberson

t is a vast understatement to say Donny Schatz has made a name for himself in Sprint Car Racing. With 2016 marking his 20th season of competition in the World of Outlaws Craftsman Sprint Car Series, the North Dakota native is a seven-time champion of Sprint Car Racing’s most prestigious series and is ranked third on the all-time win list, behind only Steve Kinser and Sammy Swindell. In case you’ve forgotten, he’s also nine times been the victor of that little race in central Iowa, known as the Knoxville Nationals. While Sprint Cars may be the division that made Donny famous, he has recently taken an extreme liking to Dirt Late Models. Despite growing up around Sprint Car racing, Donny has long known several key figures in the Dirt Late Model community, including Mark and Josh Richards of Rocket Chassis. Donny notes he was good friends with the West Virginia fatherand-son duo long before he ventured into the new discipline. As fate would have it, Donny’s first experience wheeling a Dirt Late Model came atop dirt track racing’s biggest stage. In 2012, he capitalized on the opportunity to drive a Rocket Chassis for three-time World of Outlaws Craftsman Late Model Series champion Darrell Lanigan in the Prelude to The Dream at Eldora Speedway (Rossburg, Ohio). His debut in the unfamiliar division was quite impressive — he registered a 4th-place finish in the finale. Despite his noteworthy debut, Donny was quite honest about his initial impressions in his maiden voyage in a Dirt Late Model. 90 OneDirt.com / Vol. 3, Issue 2

Photo by Heath Lawson

It was one of those things that was very new to me, very different, and I didn’t like the feel of it at first.

Photo by Heath Lawson

“It was one of those things that was very new to me, very different, and I didn’t like the feel of it at first,” he says. After that event, Donny spent some time thinking about the possibility of doing more Dirt Late Model racing. His thoughts soon became reality and he was testing the waters with his own Dirt Late Model team. The remainder of the 2013 season found Donny mostly competing in regional races throughout his area. The Fargo, North Dakota-native realized the new discipline had a unique appeal to it. “There seemed to be a lot more of that type of racing around home that I could go to during the middle of the week, when I wasn’t racing Sprint Cars,” he says. Donny gradually deepened his involvement in Dirt Late Model racing, making his World of Outlaws Craftsman Late

Photo by Josh James

Over the past 20 years Donny Schatz has found success on the Sprint Car circuit, ranking third on the all-time wins list.

Model Series debut in 2014. Since then, he has gone into battle in some of Dirt Late Model racing’s most-prestigious events, including the Knoxville Late Model Nationals, the World Finals in Charlotte, and the DIRTcar Nationals in Volusia. Though Donny had mastered the art of Sprint Car racing, he soon found out Dirt Late Model racing is an entirely different beast. “It’s like anything else you do for the first time,” he says. “On the Sprint Car side of the fence, I know what I’m doing, and I know how to change my driving style to adapt to the car. In the Late Models, I simply didn’t have all those tricks or any experience.” When asked about how the two cars differ from a driving standpoint, Donny pointed to the wing of a Sprint Car as the most prominent factor. “The wing plays a big part in Sprint Car racing as to making everyone a little more equal,” he says. “It’s definitely an eye-opener when you get into Late Model racing. You get in that car and you don’t have that wing. You don’t have all that aero, you don’t have all that feel like you do in Sprint Car racing. You just have to figure it out and keep doing different things, whether you back your entry up or drive this way or that way.” Donny also noted the complexity of Dirt Late Model chassis and suspension setup as being a monumental difference between the two different classes. The 38-year-old notes, “In the Late Models, you heavily rely on the car setup, and the car setup there seems to be a lot more technical than in Sprint Car racing. The tricks are probably a little more few and far between in Sprint Cars.” Donny points to basic maintenance and preparation as important factors that are often unnoticed or forgotten by most fans. He feels these concepts represent some of the most difficult parts of adjusting to Dirt Late Models. “You don’t really know what to expect with any of it at first, you know — like what equipment to take for spares, for example,” he continues. “Tires are obviously a big game; there are so many selections, so many different ideas, so many compounds, you just don’t know what to expect. But, it is what it is. One of the biggest things is not knowing what to do maintenance-wise. All we know is what we do here (with Sprint Cars), and that’s what we do every day.” Despite the challenges of learning new maintenance procedures and practices, Donny mentions that tackling the new class wasn’t difficult in every department. “One thing that is unique in Late Models compared to Sprint Car racing is that the motors are more simple in a sense,” he says.

“Running on gas, you run through five gallons of gas in a night, and there’s a lot less maintenance on the motors. They seem to be a lot more endurance-friendly and more user-friendly.” A true racer to the core, Donny has diligently pushed through the learning curves, determined to master the new discipline. “It was kind of like getting kicked off a horse; when you get kicked off a horse, you keep getting back on that thing until you get it tamed,” he illustrates. “And in doing that, I kind of fell in love with the Late Models, and I got to know a lot of those guys really well.” Donny’s progress in Dirt Late Model racing has been on display early in the 2016 season. Schatz had a solid showing at Volusia Speedway Park (Barberville, Florida) during the annual DIRTcar Nationals in February. However, perhaps his most-impressive run in a Late Model to date came in January during the third round of the annual Wild West Shootout at USA Raceway (Tucson, Arizona), when he charged to a fourth-place finish against some of the sport’s toughest competition. Like many racers before him who have tried to tackle new disciplines in racing, Donny admits exploring this new territory has made him an all-around better driver. “It really opens your mind to new ideas and new ways of doing things when you come back and race Sprint Cars,” he says. “It’s kind of like coming home from work one day and all of the sudden your tool box has 30 more drawers in it.” While Sprint Car racing remains Donny’s top priority in racing, we can expect to see the seven-time World of Outlaws Craftsman Sprint Car Series champion continue to progress behind the wheel of a Dirt Late Model for many years to come. “I enjoy doing it. Like I said, it is a challenge, and it’s something new. It kind of opens your eyes to new things, and I think that’s what a guy needs from time to time.”

Photo by Heath Lawson

OneDirt.com 91

FAN FAVORITE

Chris Ferguson By Elliott Aldrich

hen on the phone with someone, it can be hard to determine true character. However, there are those rare times when the content of a phone call can quickly tell you everything you need to know about a person’s true colors. I had the pleasure of talking to Mt. Holly, North Carolina, racer Chris Ferguson one evening. I was having a good interview and getting to know a little more about him when all of the sudden — click — nobody was on the other end of the line. After numerous calls back going straight to Chris’s voice mail, I couldn’t help but think I must have done something to upset him. I’m pretty sure I can recite his voice mail recording word-for-word from trying to call him back that night. But the next day, Chris’s true character was shown with a simple text. It was Chris apologizing because his phone had died, and he didn’t have a charger readily available. After a few humorous texts back and forth, we set up a time to finish the interview. 92 OneDirt.com / Vol. 3, Issue 2

I always loved racing growing up, more than sports at school. After dad started to get serious with me and the Go-Kart racing, he sold his racing stuff.

Photo by Richard Barnes

Photo by Glen Starek

Photo by Richard Barnes

Chris was first on my list of fan favorites to interview. As a racing enthusiast, he caught my eye at Eldora Speedway (Rossburg, Ohio) at the Dirt Late Model Dream in 2015. I was in the infield watching the heat races when Chris’s race came out. I had the privilege of having a frontrow seat as he powered his way into the Dream finale by passing Darrell Lanigan on the low side. I happened to be standing next to his crew guys, and watched them celebrate as he made the pass and went on to transfer into the coveted feature. What I was most fortunate enough to witness that day was the emotion racing is all about. Ferguson travels to tracks with a crew that is packed full of friends and family, who all work full-time jobs during the week. His team funds their entries on a budget that is a mere fraction of what some Dirt Late Model operations have at their disposal. Yet, Chris Ferguson still manages to race with (and beat) some of the top drivers in the country. Chris started competing in Go-Karts at a young age after being raised in a racing family. Traveling around the country racing in the division, he and his dad hit local and national shows. “My grandpa was racing before I was even born, and my dad raced for 10 years or so until we got serious in the GoKarts,” Chris recounts. “I always loved racing growing up, more than sports at school. After dad started to get serious 94 OneDirt.com / Vol. 3, Issue 2

I grew up with social media. I try to respond to every request or message. It may not be right away, but I try my best to keep up with it. with me and the Go-Kart racing, he sold his racing stuff.” Once Chris graduated to big cars, he took it upon himself to self-promote and market his racing program. He shares an amusing story about an early trip to the Performance Racing Industry (PRI) show when it was in Florida. It was a lesson on marketing and sticking out, to say the least. “If you can believe it, I was at the PRI show at 17 years old in a tie, talking to product sponsors telling them I was going to be somebody,” he says. “The tie was way too short, so I still hear about it to this day from some of my product sponsors. They like to kid me occasionally about the time that I was at PRI in my ‘short tie.’” Working the marketing angle to the max has helped Chris get some attention along the way. He is one of the modern-day drivers that utilize social media to help market himself and his racing team. With nearly 25,000 followers on Facebook and 10,000 followers on Twitter, it’s not uncommon to see Chris broadcasting live on a Sunday, or as he calls it, “wash day.” You may also see him at the local children’s hospital having a tea party with a

young race fan — I’ve got to admit the pink bows I saw Chris wearing in his hair in a social media photo were a nice touch. “A lot of drivers are old school and aren’t familiar with social media,” notes Chris. “Drivers like Devin Moran, Bobby Pierce, and I all grew up with social media. I try to respond to every request or message. It may not be right away, but I try my best to keep up with it.” For Chris, not forgetting who he is has always been really important, and it’s been instilled in him from an early age. He likes to make time to see as many fans as possible at the track. “My parents taught me to be humble” he says. “I try to talk to every fan at the track. It doesn’t matter how bad of a night you had, you have to be humble. It’s what we as drivers signed up for.” Chris remembers a tough night in 2015 when fans were there to help him, when he needed it the most. “Last year at Cherokee Speedway, I lost the lead in the Lucas Oil Late Model Dirt Series race with five laps to go,” he explains. “We were in victory lane being interviewed for our runner-up finish, when it started raining. The radiator on my car had popped so I couldn’t drive it off the track, but guess who was there

to help me push it back to the pits in the rain? The fans.” Another topic I wanted to discuss with Chris was a mission trip I saw he went on last year. If you follow Chris on social media, you may have seen the pictures and posts from his trip to Honduras. Needless to say, being humble is a trait Chris carries away from the track as well. “We went to Honduras and helped put some roofs on some houses,” he says. “A friend of mine asked me about going, and I felt it was a calling. I did it the hardcore way too, no shower or air conditioning for a week. Not many people would just leave during the middle of their best season of racing, but it opens your eyes that some things are more important in life than racing.” When it comes to running a race team on a small budget, there are many challenges that can arise. Chris had a good year in 2015, and fortunately avoided any devastating issues until late in the year. The North Carolina driver shared the challenges. “As a team on the whole, it’s the financial aspects that are the most chal-

I try to talk to every fan at the track. It doesn’t matter how bad of a night you had, you have to be humble. It’s what we as drivers signed up for.

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lenging,” Chris says. “Motors these days cost $30-40K, and I don’t have the resources to just order a new motor. I also can’t afford to wreck the car and buy another one.” For Ferguson and his team, they love racing, but they also have their priorities in the right place. “The time aspect of racing can be really challenging too,” he says. “My team and I used to have jobs that were a little more lenient about missing work, but now our job requirements are pretty serious, so we can’t just take off on a Thursday to go race, if we want to. This is the life we signed up for. All of us are committed. We’ll stay out here in the shop or at the track until 3 a.m. and go to work the next morning, if we need to, but work has to come first.” In 2015, Chris had some strong showings at crown jewel events. He had a good run going at the North/South 100 at Florence Speedway (Union, Kentucky) before mechanical issues ended his night. He also made the starting grid for both the World 100 and the Dirt Late Model Dream at Eldora Speedway. Out of all of his accomplishments, the one thing that stuck out to me as a fan the most was the new track record he set at Eldora Speedway during the World 100 weekend in September 2015. For Chris, his confidence is at an alltime high, when it comes to qualifying. “I don’t really like to sound cocky, but last year, I had a really good year qualifying,” Chris says. “Even at Charlotte, at the end of the year, the track was rough. I went last and told my dad I thought I could get a fast time. “At Eldora I saw Devin (Moran) go out and he was a tenth off the record and I thought ‘I can get this’. I went out on 96 OneDirt.com / Vol. 3, Issue 2

the first lap and held it wide open and thought, ‘man if I just put it to the floor for the entire lap, the next lap should be faster’. As I crossed the line, I saw that the score board said 14.8 seconds and knew instantly that I had got the record. When I was on the cool-down lap, I saw people clapping through the fence, and that was a really special moment.” A slow start to the 2016 race season has served as a reminder to Chris and his team to keep a humble outlook for the year. After sending their Longhorn Chassis back to the manufacturer over the winter, to fix the front clip after a bad wreck at the end of last year, there still is some fine tuning to be done. The team continues to do as it did last year, which is racing when and where the finances will allow. As is the case for most family-owned teams, finances are the controlling factor. Chris Ferguson and his team received a major shot in the arm in April 2016, when he was announced as the winner of the “Champion Spark Plugs: Search for a Champion” contest. As the winner of the

competition, Chris received a $50,000 sponsorship for the 2016 season. The Champion Spark Plugs sponsorship was a huge lift for the team. However, just a few weeks after winning the coveted competition, Chris again found himself being brought back to the reality of just how tough racing can truly be. “We’ve just taken the lead in a World of Outlaws event at Carolina Speedway, and a lapped car basically stops in front me,” Ferguson remembers with a somberness. “I couldn’t miss him, and I really couldn’t slow down. I slammed into the back of his car, and it destroyed my car. It was pretty disheartening.” Despite the setback, Chris and the team immediately began thrashing on putting a new car together, and one week later, he piloted that entry to a victory with the Carolina Clash series at Cherokee Speedway (Gaffney, South Carolina). “You just have to take the good with the bad, and never give up,” says Chris. “There’s no quit in anyone on my team, and that’s something special to be a part of.” While Chris is clearly quite gracious for his newly-received sponsorship, he is still quick to thank longtime sponsors who have helped him make it to where is today. “I want to thank, Champion Spark Plugs, Live Oak Family Dentistry, RPM Truck and Trailer Sales and Service, Carver and Son, Langley Collison Center, Victory Circle Auto, Harkey Racing, High Gear Speed Shop, and everybody that sponsors my race car. I also want to thank my dad and all my crew guys.” With a chuckle, Chris concludes, “I have to say it like that because if I forget one of them, I’ll hear about it. The reality is that they are all incredibly important to me, and I couldn’t do any of this without their never-ending support.”

4-LAP DASH Jacob Hawkins Jacob Hawkins has established himself as one of Modified racing’s top competitors. The 26-year-old racer from Fairmont, West Virginia, has captured victories in some of the biggest events in the Eastern United States over the past few seasons.

racing has become an incredibly competitive 1 Modified division. Who is your toughest competitor and why?

Right now, I definitely have to go with Nick Hoffman. It seems like he and his dad are really on top of things. They are tough to beat no matter where they show up. Anytime I know that Nick is coming to a race, I immediately know that he’s going to be the guy to beat that night.

do you consider to be the biggest win 2 What of your career and why?

I’d have to say winning the Mega 100 last year at Tyler County Speedway would be the most special. That’s the biggest paying race I’ve ever won ($12,000), and to beat that many talented, Modified drivers was a really big deal for me. Winning the Mudsummer Classic in 2014 at Eldora Speedway in the Super Late Model class ranks up there pretty high too. To win a race in front of all the NASCAR Camping World Truck Series guys was really cool. Plus, anytime you win at Eldora is something special.

is the craziest thing that has ever 3 What happened to you while racing?

In 2014 during the Dirt Late Model Dream at Eldora Speedway, I got hit in the head with a clump of mud. I don’t even remember driving back to the pits. What I do remember is my brother, Jared, freaking out when he saw all of the blood on my face. It broke my helmet, fractured my eye socket, and shattered my nose. I was out of racing for five weeks.

driven both Dirt Late Models and Modifieds. 4 You’ve In which class do you think it’s hardest to win a race?

Definitely the Dirt Late Models. What it takes to compete on that level has become just insane. There’s so many guys that can win that it’s really mind-boggling. My Modified car owner and I both have full-time jobs and we race on the side. Even at that, we can be really competitive. In the Late Model world, you have to devote every waking second to stay on top of your game. Otherwise, you won’t have a chance.

Photos by Tyler Carr

IN THE NAME OF

Holley has created new technology to increase racer safety By Ben Shelton

By Ben Shelton

here’s no shortage of things for racers to fear. Some days, they have to worry about picking the right setup to win the race. Other times, they might fear the consequences of pushing the limitations of the rules too far. On some occasions, their concerns might be focused upon something as trivial as whether or not a race will fall victim to rain. Perhaps the greatest fear for any racer, though, is the thought of having to deal with a fire onboard their race car. Holley takes great pride in the safety of their products, and once again they’ve stepped up to the plate to do their part in protecting racers. “Sometimes as technology progresses, it’s safety that gets lost in the shuffle,” comments Holley’s Blane Burnett. “However, at Holley our approach has always been a little different than 98 OneDirt.com / Vol. 3, Issue 2

most. We believe that technology and safety should always work hand-in-hand.” The latest innovation from Holley is Vent Tube Spill Reduction Valves. These valves feature an internal valve ball that reduces fuel spillage from carburetor vent tubes in crash situations. Their effectiveness doesn’t stop there, as they also reduce fuel slosh from vent tubes during hard launches, stops, or while traversing rough terrain. This versatile design makes the Vent Tube Spill Reduction Valve ideal for a wide variety of motorsports, including off-road racing, dirt track racing, and even rough-water marine racing. “Holley works with just about every form of motorsports, and that provides us a great advantage, when it comes to designing new safety features,” notes Burnett. “Through field-testing,

Photos by Chris McDill

we’ve been able to determine what does and doesn’t work in real-world scenarios. The end result is products that go the extra mile to protect racers.” When the Vent Tube Spill Reduction Valve is in an upright position, fuel vapors vent normally through the carburetor vent tubes. However, when the valve is severely jolted or completely inverted, the internal valve ball significantly limits the amount of fuel that can leak from the carburetor. “We’ve done experiments on various carburetors — test videos can be seen at holley.com — and the differences between standard vent tubes and the Vent Tube Spill Reduction Valve is truly a night and day difference,” explains Burnett. “With standard vent tubes in place, when inverted the carburetor loses all the fuel in the fuel bowls. Conversely, with the Vent Tube Spill Reduction Valves in place, the

amount of fuel dispersed in the event of a rollover is reduced dramatically.” In the grueling world of off-road racing, these safety devices were instantly deemed to be a necessity by key sanctioning bodies. In fact, the Lucas Oil Off Road Racing Series (LOORRS) and Traxxas TORC Series have already mandated the use of the Vent Tube Spill Reduction Valves by its competitors. Burnett believes this new design would also be highly viable in the world of dirt track racing. “Obviously, this technology is a no-brainer safety feature for off-road racing due to the rough and tumble nature of the sport. However, if you really sit back and look, there’s a lot of similarities in the types of challenges that carburetors face in dirt track divisions, like Late Models and Modifieds. As a result, I honestly think that these Vent Tube Spill Reduction Valves could go a long way toward protecting drivers in the dirt track world.” The Vent Tube Spill Reduction Valves from Holley come in two variations — barbed and non-barbed. The barbed version allows customers to attach a rubber hose to the end of each reduction valve. This hose will have a few holes in the top of it in order to vent fumes. It allows fuel to continue to vent while making fuel fight gravity, making it harder for fuel to make its way up into the hose. “At the end of the day, there is currently no technology on the market to completely eliminate fuel spillage from the carburetor in the event of a flip,” comments Burnett. “However, our Vent Tube Spill Reduction Valves greatly reduce this spillage to a fraction of what it used to be.” Burnett concludes by saying, “At Holley, we are very proud of these new valves, and we truly believe that they are one of the best values in safety equipment available. As an added bonus, it’s important to note that this safety device doesn’t impede a vehicle’s performance what-so-ever. The bottom line is that by using Vent Tube Spill Reduction Valves you are exponentially increasing safety without reducing your chance at success.” Source: Holley Performance Products, holley.com

OneDirt.com 99

LIFE

Health and the racing world By Ben Shelton

tanding in the food court at the Cincinnati International Airport, I’m left with a dire decision. Not a life or death choice by any stretch of the imagination, but a personal dilemma nonetheless. A healthy grilled chicken sandwich with apple slices at Bruegger’s Bagels or a delicious Big Mac and fries from McDonald’s? I know what I want, but simultaneously, I fully know what I actually need to eat. With a dejected walk that is impeded by the hopes and dreams of my taste palate, I slowly shuffle my feet to the Bruegger’s counter for a sensible and healthy lunch. Welcome to my never-ending food battle that challenges me on almost a weekly basis as I traverse this great nation working racing events. I was a fat kid. I mean I was a really fat kid. That’s always in the back of my mind. It’s what drives me forward to try and live as healthy a lifestyle as possible. It’s what makes me get off my butt and go to the gym just about every day. As anybody else who has battled weight issues knows, growing up an 100 OneDirt.com / Vol. 3, Issue 2

overweight child is pure hell on earth. Kids are mean, even when they have nothing to snicker about, but give them an inkling of a weakness and they’ll go a mile with it. My preteen years found me starting to eat better — and less — as well as

starting to be more physically active. By my mid-teens, I was in much better shape and far happier. The story doesn’t end there though. Twenty years later and I still battle daily to make the right decisions. The struggle is real; I know it always will be.

Living a healthy life with the right food and physical activity is tough no matter what. However, when you insert a lifestyle that calls for endless travel, keeping crazy hours, and having plentiful times of limited access to healthy food, it all really becomes a challenge. With all that said, this article is born. People frequently ask me how I manage to stay fit and eat reasonably with the life I live. So, I thought I would present a few of my approaches for consideration. Before I jump into my perspective, I want to be completely honest. While I’m pleased with where I am at physically, I’m far from naïve to the fact I could be in better shape. By no means do I think I’m some Adonis-type character. I could eat better, and I could push myself harder at the gym. While I strive to be healthy, I’m also determined to enjoy life. I’m going to splurge at times, and I’m not just eliminating everything unhealthy from my diet. If I want Taco Bell, then by God, I’m having Taco Bell. I’m just not having junk food on a regular basis. Perhaps the biggest challenge I see in living a healthy life while working in racing is finding a way to eat reasonably healthy. It’s tough. Actually, it’s incredibly tough. When you are at the track, there are pretty much no healthy options at the concession stand. They just aren’t there. Ninety-nine percent of the items are fried or candy, or my personal favorite, fried candy. I can remember a couple of years ago at a Speedweeks track that I was absolutely starving, so during intermission, I went to the concession stand. As I scoured the menu to pick the lesser of

the evils, I temporarily became encouraged by seeing a “chicken sandwich” on the list. I asked the lady behind the counter if it was fried or grilled. Her expression and reaction rivaled what I would’ve expected if I had asked if she was a God-fearing woman. “You’re in the South son, everything is fried down here,” she said with a more than comical scowl. I had been put in my place, and my good friend Michael Rigsby from dirtondirt.com was left with a story he still loves to share. The point is that if it’s healthy food you are pursuing, then the race track concession stand is not the answer.

Here’s what I do. I try to eat before I get to the track, or I pick up something to take to the track that I can stick in a cooler or a team’s refrigerator. When I get hungry later in the day or evening, I have a healthy option. Much to my wife’s dismay, Subway is my typical choice of healthy sustenance. Lots of good options to select, and plenty of locations across our country. However, be careful of your choices at Subway. You can get astray in a hurry. Gobs of cheese, mayonnaise, etc. can turn what was once a healthy selection into a 1,500-plus calorie meal in a heart-

OneDirt.com 101

beat. At this point, you have defeated your goal of being healthy. Challenges of healthy eating aren’t limited to the track. As mentioned earlier, I keep crazy hours, and at 2 a.m. when you are hungry, there aren’t many healthy options. It’s far easier to duck into a McDonald’s, Taco Bell, Burger King, etc. to meet your late-night crave than it is to find a health-conscious option. Don’t get me wrong, you can find some healthy options in all of these restaurants. However, if you are like me, when you step through that front door, your olfactory glands are going to take over your brain, and you are going to make a bad decision. Again, late at night, try to look for truck stops that might have a 24-hour restaurant with healthy options. Grilled chicken, vegetables (non-fried), and salads (not drowned in a fatty dressing). You can make this happen if you want it bad enough. It’s not easy. That’s no secret. A final note on calorie intake is to be mindful of soft drinks, energy drinks, lemonades, etc. I have friends that tell me they eat healthy but just can’t seem to shed the pounds. Then, they tell me they drink four or five soft drinks in an average day. What they are failing to realize is that they could be eating five-or-six cheeseburgers for the calories they are absorbing from these beverages. Energy drinks can sometimes be the absolute worst, when it comes to sugar content. Be very careful here my friends.

102 OneDirt.com / Vol. 3, Issue 2

Steer yourself toward water, unsweet tea, low-fat milk, and other healthy alternatives. So now you are eating and drinking better, but what else do you need? Plain and simple you need some physical activity to complement your healthy diet. Whether at home or on the road, you’ve got to get that heart pumping. When I’m home, I go to the gym just about every day. Some days, I lift weights, other days, I do cardio, and still others, I just do core work. When I first started going to the gym, I hated it. I mean I absolutely loathed it. However, nowadays I actually feel worse if I don’t go. It allows me to release stress and unwind from the day, while working to be in better shape.

My gym of choice is a mile from my home. This makes it insanely easy, when I’m home. Unfortunately, I’m rarely home, so on the road, the challenge resurfaces. As a result, I’ve found some tricks for getting physical conditioning while I’m traveling for weeks at a time. Some hotels have fitness rooms. While they might not have the best equipment in the world, they do at least afford a bit of an opportunity to get the blood pumping. I make the most of them, whenever I get a chance. For the hotels that don’t have exercise equipment, I go to backup plans. I love to go running through new areas. Not only is it a good form of exercise, but I find it fun to explore places I’ve never seen. I also make a point of packing my fitness bands. Purchased for a mere $20, I’ve more than got my use out of them. You can buy them at Wal-Mart and any athletic supply store. They allow for resistance training of arms, legs, and core in my hotel room. Most times, I listen to my iPod and make up my own workout regiments. However, there are also free workouts you can find at places like YouTube.com that provide a guided program you can view on your laptop as you exercise. Rarely do I get as good a workout when I’m away from my normal gym, but at least I’m making a concerted effort to get my heart pumping and to break a sweat. Other, more dedicated friends of mine, like former World of Outlaws Late Model Series PR Director Joshua Joiner even goes as far as to find gyms while on the road. He’s a big CrossFit

guy — don’t hold that against him. He finds CrossFit gyms all over the country during his travels to meet his exercise needs. Most of these gyms allow folks to pay a one-day membership fee to use their facilities and participate in classes. It’s another highly-viable option. So, this outlines a few measures I take to try and stay in shape while living this crazy life in the racing world. In my opinion, it’s important I stress to not be ashamed to “cheat” from time to time and eat something bad. I see so many friends who lose a ton of weight in a short time by adhering to a strict diet and a vigorous workout regiment. Then, I see them a few years later and they have gained all of their weight back, plus some. Fad diets and programs that focus on the short term aren’t the answer. You have to make a concerted effort in every aspect of your life to change your ways for the long term. I’m proof of that. During the past five years, my weight has fluctuated no more than five to six pounds in either direction. I enjoy food, but I do it sensibly. It’s hard at times, but I know I don’t want to go back to being that fat kid. That’s enough rambling for this

piece. I hope some of you folks were able to enjoy my approach to living a healthy life. Furthermore, I hope it can possibly help you make changes in your own life, if you see fit. I’m highly accessible via social media, or you can e-mail me directly at bshelton@xcelerationmedia.com,

so if anyone has any questions, please feel free to contact me. I look at healthy living as a constant “work in progress.” There’s no easy answer. Last but not least, please trust me when I say trying to live even a little healthier will make you feel so much better inside and out.

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The family that races together: Ashe Racing lives the karting life By Dan Hodgdon

he Ashe Racing team is the perfect microcosm for thousands of similar karting operations around the country. The kids are the wheelmen, while dad calls the shots. The family team, based in Atoka, Tennessee, competes primarily at the 1/8-mile dirt oval known as Atoka Raceway Park in their hometown. Nineteen-year-old Franklin Ashe can be found behind the wheel of a Prowler chassis competing in Stock Super Heavy and Clone Super Heavy classes, while younger brother Elliott, 17, campaigns his Phantom Triton chassis in Stock Light and Clone Light. Both utilize AKRA (American Kart Racing Association) Clone power plants built by Enik Engines. Franklin has dreams of one day competing in IndyCar. Elliott looks to karting more as a hobby; however, he also serves as track announcer, scorer, and even sings the national anthem. The team is headed by the brothers’ father, retired Navy man and current Department of the Navy employee Frank Ashe. “It’s a cool sport, and I think it’s better than taking your kid to soccer or football or baseball,” he says about kart racing. “With the stick-and-ball sports, the family is up in the stands cheering the kid on, but they’re not interacting with him. They 104 OneDirt.com / Vol. 3, Issue 2

don’t practice with him. With kart racing, it requires the parent to be interactive with the kid.” Ashe grew up in Virginia attending races at asphalt tracks like Southside Speedway and Langley Speedway, before getting into karting himself with money he saved from his paper route. After a stint overseas in the Navy, he raced and worked on karts as he bounced around the country from Virginia to California to Maine and, ultimately, West Tennessee. In fact, on his very first date with wife Amanda, he laid out the fact he was a racer. Luckily, she stuck around. Frank passed his love of motorsports down to his two boys, who have now been heavily involved in karting for the better part of a decade, collecting various wins and championships along the way. They also have a younger sister, Molly, who relishes the time to herself while the men of the house are in the garage. Ashe is a karting jack-of-all-trades who uses his wealth of knowledge to make the minute technical adjustments required to make a kart fast. Prepping tires, making cross-weight adjustments, and finding the right front-end alignment are just a few of the exercises needed to find Victory Lane.

With the stick-and-ball sports, the family is up in the stands cheering the kid on, but they’re not interacting with him. They don’t practice with him. With kart racing, it requires the parent to be interactive with the kid.

Clutches are also an important part of the setup, and the Ashe Racing team has relied on the Tomar brand for years. Each kart utilizes a Tomar TD44 clutch designed with the Thermal Dissipating technology, allowing them to run cool at high stall speeds. Franklin’s heavier kart utilizes a three-disc option, while Elliott’s features a two-disc variety. “We were not getting good starts, we just weren’t getting the launch that everybody else was because we had the same thing everybody else did,” Ashe says. “[Tomar] is not the mainstream clutch, but it’s a better clutch. It costs a little bit more, but in racing you get what you pay for. A lot of people don’t want to pay a little bit of extra money. We’re not talking a lot of extra, just

a little extra. Man, when they tell them to drop the green, this thing doesn’t take off, it launches.” Elliott Ashe agrees. “Those clutches, they kick some serious tail,” he says. “I love those things.” Kicking tail in kart racing is a springboard for many drivers into the upper echelon of motorsports. NASCAR Sprint Cup star Ricky Stenhouse Jr. got his start in Atoka, while Formula One World Champions Lewis Hamilton, Fernando Alonso, and Sebastien Vettel are among those who began their careers in karting. Many of the world’s top drivers keep their skills sharp by competing in karts to this day. “With as light as the karts are, they’re really finicky,” driver Franklin Ashe says about the benefits of kart racing. “They get us a little squirrelly, and you’ve got to know how to handle it.” He notes racing on dirt is equally important to learn car control. “On pavement, on ovals, obviously you’re going to have the marbles that make their way up the track and everything, but if you get moved to the outside of the track, you can typically hold it,” he explains. But on [dirt] you get the groove run in and if you don’t have the second groove worked in for a kart to be on the outside, you’re just going to slide right up to the wall. There’s no traction whatsoever.” Whether a driver’s goal is to move through the ranks to the pinnacle of the sport, or just to have a good time, karting is an ideal outlet for a cost-effective challenge. “I kind of like staying in the karts,” Elliott Ashe says. “It’s just kind of a fun Saturday night thing, and you don’t have to put nearly as much money into it as you do those big cars.” Source: Tomar Racing Clutches, tomarengineering.com

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By Brady Alberson Photos by Jim Rosas

Ruben Mireles is passion personified

Photo by Jim Rosas

106â&#x20AC;&#x192;OneDirt.com / Vol. 3, Issue 2

ould you be interested in a story about a talented dirt track announcer from the southwest, who is currently embarking on his fifth season of work? What if I told you this announcer just graduated high school? Known for the enthusiasm and excitement he brings to the track, 18-yearold Ruben Mireles has an unmatched passion for dirt track racing and has taken an unlikely path to become the track announcer at both Southern New Mexico Speedway in Las Cruces, New Mexico, and El Paso Speedway Park in El Paso, Texas. With his college years rapidly approaching, and his future beginning to come into focus, OneDirt recently caught up with the young announcer to see how he got where he is today, and what he plans to do from here. Ruben’s introduction to dirt track racing came by random chance. Raised in the small desert town of Anthony, located on the border of New Mexico and Texas, no one in his family was involved in the sport in any way. Ruben often helped with his dad’s masonry business, and one day while putting newspaper over a finished tile project, he saw an advertisement for El Paso Speedway Park. “I’d seen some NASCAR races on television, and I thought it was cool, but I had no idea what ‘dirt racing’ really was,” he says. “My dad and I went to the Fourth of July show in El Paso in 2007, and man, I was instantly hooked!” It’s safe to say the racing bug bit Ruben hard. “For a year and a half, my dad and I went to every single El Paso race,” Ruben says. “Then once we learned about the track in Las Cruces (just an hour away), we went to both tracks every single weekend. We didn’t miss a race for four years. I learned how the points worked and how the drivers set up their cars, and I was able to get my dad into it.” When Ruben began showing interest in being involved in racing himself, his dad kindly suggested he would perhaps be better behind the mic or writing racing programs than he would be behind the steering wheel. “The reason he said that is because when I was in the stands, I was interested in drivers for different reasons than most people,” Ruben explains. “I wouldn’t root for them just because I liked their number or paint scheme. I liked a driver for their background, and I just got into the story.”

Ruben’s first experience on the mic came from a conversation with Bryan Hulbert, the former announcer at the two tracks. After a night of racing, a friend who saw Ruben’s potential introduced the two to each other. Ruben recalls, “We were all standing around in a group, and when they heard my friend say that I would love to

hundreds of people to scrutinize is a nightmare. For young Ruben, however, it seemed to come naturally. He recalls, “I was a little nervous, but I just went at it. I called a four-lap, Street Stock dash and let me tell you something, I blew the roof off of that place! It was amazing, and Bryan’s jaw was glued to the floor.”

One thing about me is that if people doubt me and think I can’t do something, I’m going to try my best to prove them wrong. have Bryan’s job as announcer, everyone around laughed. I thought they were laughing at me because they thought I couldn’t do it. One thing about me is that if people doubt me and think I can’t do something, I’m going to try my best to prove them wrong.” While he admits he had not thought about announcing before this point, 12-year-old Mireles decided to call his friends’ bluff. “I said, ‘You know what, I’ll do it!’ So, Bryan told me to come out the next week and he’d let me announce the trophy dashes,” Ruben says. “The following weekend I went up to the tower after the heats. Bryan saw me there and said, ‘Whoa, you actually showed up!’ and I said, “Yeah I showed up, let’s do this!’” For most, having your voice broadcast over the public address system for

After the performance, Hulbert let Ruben call the trophy dash for the Sprint Cars. “I took the opportunity and had a blast with it,” Ruben says. “And I already knew all the drivers and their sponsors, so the staff was impressed because I didn’t need a name-sheet. I already knew my stuff.” As fate would have it, Bryan Hulbert was hired later that year by the Lucas Oil American Sprint Car Series (ASCS) as the touring announcer. In a bold move by track owner Royal Jones, Ruben was named the announcer at both El Paso Speedway Park and Southern New Mexico Speedway. These two highly touted roles were presented to Mireles at just 12 years old. Ruben’s first full season of announcing was in 2012, and since then, the

OneDirt.com 107

I was a little nervous [first time], but I just went at it. I called a four-lap, Street Stock dash and let me tell you something, I blew the roof off of that place! enthusiastic teenager has strived every weekend to improve his craft. Fans and racers alike talk about his style. He’s perhaps best known for excitedly shouting “dynamite” during a great race. His passion and enthusiasm is infectious, but for Ruben, he just wants to do a great job. “The way I look at it, every single weekend, I try to do my very best,” he says. “Whether it’s an Enduro or a big Late Model show, you always have to give it your 130-percent effort because every fan pays money to get into those gates, and if I’m a boring announcer, they’re not going to enjoy their time.” That attitude and Ruben’s relentless work ethic have already captured considerable attention for the young announcer. He has had the opportunity to announce bigger shows at several other tracks in the region, including the Carl Trimmer Classic, which is a 74-lap Super Late Model event at USA Raceway in Tucson, Arizona. Ruben’s young age and Hispanic ethnicity may already make him one of the most unique announcers in dirt

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track racing. However, there is one more factor that truly makes him stand out among the rest in the business; he’s a total band geek. Ruben began high school playing the saxophone and like everything else in his life, he went all-in with band. While still announcing, he became involved in everything that the school had to offer, including marching band, jazz band, basketball-band, and even a steel-drum ensemble. Early on, the young announcer found his two passions were often at odds with one another.

“Dirt track racing and band are just not a good combination,” Ruben says. Due to his announcing role at the race tracks, Ruben missed countless marching band performances in his first three years of high school. With the end of his high school career in sight, Ruben decided for his senior year to do his best to attend all of the scheduled band functions, while still being actively involved at the track. Ruben explains, “I have the rest of my life to announce, but I’ll only be in high school once, so I want to enjoy it for all that it’s worth.” Despite missing band functions throughout his four years of high school, Ruben admits spending every Friday and Saturday night at a race track wasn’t much of a sacrifice for him. “A lot of kids my age like to drink and smoke and all that, but I’m just not like that. I don’t regret doing this at all. Whether it’s a boring or exciting race, I don’t care. I would rather be at the dirt track no matter what,” he says. Between his heavy involvement and influence in the band and racing scene, Ruben pointed out he has become somewhat of a local celebrity at his school. He explains, “I also do the radio commercials for the track, and for the past year, I’ve had people in school coming up to me saying, ‘Oh my gosh, I heard you on the radio! I see your Facebook posts, that looks so cool!’

A lot of kids my age like to drink and smoke and all that, but I’m just not like that. I don’t regret doing this at all. Whether it’s a boring or exciting race, I don’t care. I would rather be at the dirt track no matter what.

Some have even said, ‘You’re like a millionaire, huh?’ I just laugh and tell them it doesn’t pay much, but they think I’m some type of millionaire who’s going to announce in NASCAR. So, they think it’s actually pretty cool that I work in racing.” With his high school graduation just behind him, thoughts and plans for the future have been looming over Ruben’s head for quite some time. “My immediate plan is to attend New Mexico State University in Las Cruces. By going to a college in this area it will allow me to remain available to the tracks here. I’m thinking about majoring in Marketing, or Broadcasting, or something like that,” he laughs. “My main goal is to one day announce for a big series, like the Lucas Oil Late Models,” Ruben continues. “Even if it’s not Late Models, I just want to have fun and work with a big series and make a living off of it. I want to have a job that I’m excited to go to every day.” From observing Ruben’s fast-paced lifestyle, one word comes to mind: Passionate. Ruben’s passion for dirt track racing is easily visible (and audible) to everyone he comes in contact with. Not only is he a die-hard fan of the sport, but he can

clearly see the positive impacts it has had on his own life. “If it weren’t for racing, I’d probably be playing video games and be a bum at home,” he laughs. “I grew up working for my dad, and without racing, I probably wouldn’t have thought of going to college or tried hard in school at all.” Despite his young age, Ruben’s story contains a valuable lesson, one from which we can all learn. Namely, you can be anything you aspire to be if you

put in the work. Whether it’s being involved in band or announcing a race at a dirt track, Ruben knows there aren’t any shortcuts to becoming the best, just hard work. Though it can be tough at times, it’s all worth it to Ruben. “I always tell people, if you really want something, follow your heart,” he says. “I’ve always done this because I love it. If you have a huge passion for something, it won’t be hard at all.” OneDirt.com 109

IN HIS OWN WORDS Mark Martin

For more than four decades, Mark Martin competed in everything from Dirt Late Models to NASCAR. The Batesville, Arkansas, native accumulated hundreds of wins along the way and was recently announced as a 2017 inductee into the NASCAR Hall of Fame. Now retired, the 57-yearold is still heavily involved in motorsports as a major sponsor for Dirt Late Model pilots that include Scott Bloomquist and Jared Landers. Martin, who last competed full-time on dirt in 1976, recently shared with OneDirt some of his thoughts on the sport of dirt track racing.

ON GIVING ADVICE TO RACERS

I feel like the things I learned through the 40 years of racing are an advantage for me when it comes to people and a lot of other things, not just in racing, but in business or anything else. ON THE LOOK OF DIRT LATE MODELS

ON PARITY IN DIRT LATE MODEL RACING

The competition is really deep There’s as many car going home as make the race. That’s just amazing to me and shows just how tough that deal is.

They’re really fun race cars, and really have a sexy look to them. In my opinion, they’ve got the best looking bodies of any stock car racing going right now.

ON RESPECT FOR DIRT LATE MODEL RACERS

I have a real appreciation for how difficult it is to race for a living, on dirt, Late Models especially, going to these big races and getting three laps of practice. You don’t get to test. You don’t get to try stuff. You get three laps. You may never have even been there before. Then you’ve got to earn your spot in the feature through heat races and B-Mains. 110 OneDirt.com / Vol. 3, Issue 2

ON WHAT HE LOVES ABOUT DIRT TRACK RACING

I kind of like dirt track racing because it is not as spoiled by technology. (In NASCAR) technology has taken over to the degree that it sort of has taken away from the grassroots origin of racing. ON RETIRED LIFE

I stay really busy, but mainly I’m just doing the stuff that I used to pay people to do. Once in a while, I check in the dirt shop at Lance Landers Motorsports and see if everything is going alright and make myself available if Jared or Gavin (Landers) ever need any advice. I do some traveling and enjoy living life.

Parting SHOTS WHEN THE CHECKERED FLAG DROPS, IT IS NOT THE END, IT IS SIMPLY THE BEGINNING OF THE NEXT RACE.

Photo by Dean Yoder

Photo by Thomas Michael

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Photo by Shawn Fredenburg

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