drag racing scene spring 2016

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2 Drag Racing Scene / Vol. 2, Issue 1

In This Issue

42

Drag Racing Scene Vol. 2, Issue 1

RESTORED LEGACYNick Smith’s A/FX Gas Ronda Mustang

JUST GETTING STARTEDStarters for high compression

GOING BIG IN TEXASLarry Dye’s 1300 hp Gen5 Camaro

20

24

Features

24 GOING BIG IN TEXASLarry Dye’s 1300 hp Gen5 Camaro

34 MEMBERSHIP HAS PRIVILEGESJackson Dragway tries something unique

42 RESTORED LEGACYNick Smith’s A/FX Gas Ronda Mustang

66 KNOCKIN’ ON THE DOORTeam PTE looks to take ProMod title

74 NEW LEASE ON LIFECrossville Dragway improves for future

84 NOT YOUR DAD’S STOCKERFactory Stock is back in a big way


Departments

4 FUEL FOR THOUGHTLetter from the editor

6 DRAG NEWSImportant happenings in the drag racing world

10 TOP ELIMINATORJim Hughes

11 DIGITAL GUIDEWhere to find us online

12 VIDEO REWINDCool videos we found online

13 SOCIAL SHOUTOUTSSocialize with Drag Racing Scene

14 IN FOCUSPhotography of Matt Woods

16 STOMP ON THAT LOUD PEDALClay Millican gets ready for 2016

18 TRACK TESTEDShould Pro Stock go rogue?

94 PUT IT TO THE TESTRod-bolt stretch gauge

96 LIFE AT 1320Hang on brotha!

Tech

20 JUST GETTING STARTEDStarters for high compression

30 GLIDE OVER THE FINISH LINEInstalling a Powerglide for the strip

38 OUTTA THIS WORLDFive winning products from Aerospace Components

48 GOING THE DISTANCENew LSX454 is built to take punishment

62 A NEW THOROUGHBREDUpgrading a 2015 Mustang for the track

70 BRAKING INTO THE NEXT LEVELGet brake kit to match your application

78 DON’T BE DENSEKnowing density altitude gives an edge

82 PHOENIX RISINGTire company has found its niche

88 QUICK ON THE TRIGGERCrank triggers provide unparalleled accuracy

90 IN THE CLUTCHClutch tuning for competition

Dual Rear Brake Kit Aerospace Components ..........................54Voodoo Lightweight Crankshafts for small-block Chevys Lunati .................................................55T400 Vasco Input Shafts and Forward Drums ATI Performance Products ..........................................................5629.2 Flexplates for GM TCI .....................................................56Line Launch Clutch Release System McLeod Racing ..............56Extruded Aluminum Expansion/Overflow Tanks Flex-a-lite ..................................................................................57Wideband Pro Plus Gauges AutoMeter ....................................58Electric Pump for LSx Meziere Enterprises ..............................5875W-110 Gear Oil Driven Racing Oil........................................58Builder Wheel Tubs Chris Alston Chassisworks .........................59Expanded Line of Headers Trick Flow Specialties .....................60BP PB 2002 14.5-degree Cylinder Heads Brodix ....................60Virtual Dash App and Module Racepak ..................................60Pro Series Hydraulic Roller Lifters Crane Cams ......................61

Vendor Midway

NOT YOUR DAD’S STOCKERFactory Stock is back in a big way

PHOENIX RISINGTire company finds its niche

84

82

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

Matt Woodsmattwoodsphotography.com

Brian Beersfacebook.com/racingoutlawz

Jeff Klinefacebook.com/racingoutlawz

Steve Vreattcs-motorsports.com

e: [email protected]

StaffGroup Publisher Shawn Brereton

Editorial Director Todd Silvey

Senior Tech Editor Jeff Smith

Tech Editor Richard Holdener

ContributorsTommy Lee Byrd Brandon Flannery Mike Galimi Dan HodgdonJeff Huneycutt Barry KluczykClay Millican Sam MooreTodd Ryden Rod Short

Advertising/SubscriptionsIvan Korda Dave FerratoJonathan ErtzFor advertising inquiries call 901.260.5910.

Copy Editor Cindy Bullion

Production Hailey Douglas

Art Jason Wommack Zach Tibbett

Drag Racing Scene is published quarterly to promote the growth of drag racing as well as recognize the parts and services from participat-ing manufacturers. The magazine consists of dedicated information from partner companies with the mission of disseminating unfiltered editorial on companies, products and services directly to drag racing participants and fans.

Editorial content and advertisements for each issue can originate from partner companies participating in the magazine.

Drag Racing Scene is a hybrid of content that was originally published at DragRacingScene.com and original content that was created for this quarterly print mag-azine. Magazine distribution occurs through direct distribution from parent company Xceleration Media and partner companies.

Drag Racing Scene is a property of Xceleration Media. No part of this magazine may be reproduced without written consent from Xceleration Media. All rights reserved. Printed in the USA.

Steve Vreatt captured Robert Patrick burning out at the IHRA

Nitro Jam in Budds Creek,

Maryland.

CoverON THE


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DRS2016-1.indd 1

2/18/16 9:31 AM

Tap… Tap… Tap… Is this thing on?

Though my duties as the new editorial director only consist of this editorial spot for this issue, I will soon move forward into the other aspects that make Drag Racing Scene such an amazing powerhouse as an online, social media, and quar-

terly print magazine of everything that is drag racing. Consider these print issues as the 4-times-per-year cornerstone to what fills our daily lives — news nuggets, quickie videos, and social sharing that the world cannot get enough of through our comput-ers, tablets, and cell phones.

There is no such thing as information over-load if that information consists of something you are enthusiastic about. Though I am typi-cally the one kicking and screaming when new technology is shoved into my face, I have quickly become the one who completely browses a long list of drag racing news sources with my “cellie” if the local restaurant is more than two minutes late with my salad.

There are some aspects to becoming a part of the impressive team that is Xceleration Media Group that truly excite me. First is the acceler-ated communication of the sport of drag racing that is equivalent to rapid fire television news outlets with a talking head and three news scrolls all going on at once. Coming from a career of living by the monthly magazine deadline, this is an amazing challenge.

My personal goal is to not only provide the latest information through DragRacingScene.com, Facebook, Twitter, YouTube, and more, but to also go a step further and provide a piece of additional information above and beyond what anyone else might report. There is a sea of online opportunities to view the same old press release copied and pasted from the source. I want to continue to make all of the entities that are Drag Racing Scene the go-to place to read, above and beyond the news standard.

As I dive into this publication that my friend, John DiBartolomeo, so effectively ramped up within its first year, I look forward to taking the ball and running like hell (and yes, that is probably the only time you will read a stick and ball reference made in anything I write).

My entire life has been based around drag racing. As a kid in the ’60s and ’70s, I was knuckles deep in 409 Chevy engines with my father’s gassers. I raced through-out my teens and 20s and stepped into the world of drag racing magazine publish-ing at the ripe age of 27. Sans a few years of creating a state parks and recreation magazine, my life has pretty much consisted of placing the sport of drag racing on paper. The parks magazine was an interesting time in my life that forced me out of my motorsports comfort zone — something I think made me a better overall writer because of it. But nonetheless, if I had to create another article about trees and fluffy bunnies, well, let’s just say, it wouldn’t have been a good thing.

Whether it be concentrating on sportsman/bracket racing during the first 20 years of my career or fixated on a sanction house organ in my latest years, I am really thrilled to take on this magazine filled with very diverse topics spanning ALL of drag racing. The typical cliché of “Top Fuel to bracket racing” is a term I highly despise. No one form of the sport is above or below the other in my book.

The amazing aspect of drag racing is the massive variations that have sprung up in this past couple of decades. Drag Racing Scene takes a look at all aspects of the sport, from the most traditional classes to the plethora of outlaw, street car, and unique bracket racing competition that covers the dragstrips of the world every single weekend. This kind of commitment to grand coverage will push my afore-mentioned comfort zone in a way I so look forward to. DRS

ASC 2016 V2I1 DRS p.indd 1 2/3/2016 2:17:41 PM


Drag NewsPRESENTED BY

Silvey named Editorial Director of DRSXceleration Media is proud to announce the hiring of Todd Silvey as Editorial Director of Drag Racing Scene. Silvey, an experienced editor and third-generation drag racer assumed the role as this issue went to print.

Most recently, Silvey served as the Managing Editor of IHRA’s Drag Review magazine, but he began his nearly 30-year career in motorsports journalism when he created Drag News magazine in 1988, growing the readership to more than 15,000 be-fore starting his own advertising agen-cy, GoFast Communications Group.

Silvey is excited with his new role at Xceleration Media.

“The biggest thing to me is becoming part of what Drag Racing Scene is overall, covering such a wide aspect of drag rac-ing, across all series from the sportsman to the pro classes,” Silvey said about his new role. “I really look forward to that spread of the sport under one title.”

Silvey will be responsible for the direction of content across the title, from the print magazine to the website and social media. Go to dragracingscene.com for more information and news from Silvey.

The NHRA’s competition committee announced in late January that the longstanding 1-percent back-up policy to certify national record performanc-es in the NHRA Pro categories will no longer be required at NHRA Drag Racing Series events starting in 2016.

Under this new policy, NHRA teams who post performances for elapsed time and speed that are quicker or fast-er than the existing national records at any time during any national event, will be eligible for the national record. The driver holding the record at the conclusion of the race will be credited with the record. As is currently the case with all national speed records and Alcohol elapsed time records, points will no longer be awarded for elapsed time national records.

“The one-percent policy was adopt-ed during the early development stages of the timing system and wasn’t as reliable as the technology that we are fortunate to have in race control to-day,” said Graham Light, NHRA Senior Vice President of Racing Operations. “We will still examine every national re-cord run to make sure the incremental numbers support the performance, in addition to inspecting every vehicle for compliance with class requirements.”

NHRA changes back-up run certification

TOP FUELE.T.: 3.680 sec. by Antron Brown, Aug. ‘15, Brainerd, MinnesotaSpeed: 332.75 mph by Spencer Massey, Aug. ’15, Brainerd, Minnesota

FUNNY CARE.T.: 3.884 sec. by Jack Beckman, Nov. ’15, Pomona, CaliforniaSpeed: 331.45 mph by Matt Hagan, Nov. ’15, Pomona, California

PRO STOCKE.T.: 6.455 sec. by Jason Line, March ’15, Charlotte, North CarolinaSpeed: 215.55 mph by Erica Enders, May ’14, Englishtown New Jersey

PRO STOCK MOTORCYCLEE.T.: 6.728 sec. by Andrew Hines, Oct. ’12, Mohnton, PennsylvaniaSpeed: 199.88 mph by Hector Arana Jr., March ’15, Charlotte, North Carolina

Below are the current national records (through 2015) for each NHRA Mello Yello Drag Racing Series category:


Drag NewsNEWS / HEADLINES / HOT TOPICS

We recently had the opportunity to visit the home of John Force Racing (well, its old home really). Now based in Indiana, JFR used to work out of Force’s hometown of Yorba Linda, Calfornia. The former space still has some operations going on, like Force Productions (a media arm run by Ash-ley Force), but it is mostly a museum of all things Force.

JFR displays many mementos from the 16-time NHRA Funny Car champion’s career as well as his team, which of course includes his three daughters, Ashley, Courtney,

and Brittany, as well as teammates Robert Height and a nice tribute to the late Eric Medlin. That room also includes an impressive display of a few of the iconic Force-owned cars, walls and display cabinets stuffed with photographs, awards, and even Elvis memorabilia.

Upstairs is an absolute wonder filled with Force’s personal car collection, including a ’50s Cadil-lac, Viper, Corvette, Ford GT, and a Foose-designed school bus, along with a rack that houses 24 retired Funny Car bodies stacked three high with a

display housing all of his champion-ship jackets. Back down on the ground floor, you can tour the shop which houses some of Force’s most iconic cars from the past, lovingly restored back to their former glory by shop foreman Shane Whaling.

Go to DragRacingScene.com and search John Force Racing if you would like to see photos from our stop at JFR.

The JFR shop in Yorba Linda will be open to the public on select Satur-days, you might want to call before you go 714.921.1651.

Drag Racing Scene visits John Force Racing

Notable losses in the sport of drag racingDrag racing has recently suffered the loss of pioneers and standout competitors.

Ray Price, known as “Father of the Funnybike” and recognized pioneer of motor-cycle drag racing with his decades of nitro-powered Harley Davidson motorcycles has passed away. Price earned champi-onships in NHRA, IHRA, and a large number of dedicated motorcycle or-ganizations. His businesses, Precision Cycle and Ray Price Harley-Davidson, were a dedicated supporter of many organizations and motorcycle racing teams as well. His dealership is one of the most successful in the Southeast-ern U.S. and also houses the legendary Harley Drag Racing Museum.

Joe Leach was shot and killed by a gunman during a robbery attempt at

his family-owned Leach Brothers Automotive Per-formance, a noted racing engine shop in suburban Cincinnati, Ohio. The Leach family, led by “Papa Joe” Leach, has com-peted in midwest-ern drag racing for decades in Top Dragster, Super-quick racing, and bracket racing.

Owner of the popular “Jungle Jim” Nitro Funny Cars, Henry Guti-errez was recently murdered in his home in Schertz, Texas. The pair of popular Nostalgia Nitro Funny Cars driven by John Smith and Mike Lewis compete at major events around the

greater southern U.S., including a recent win at the 2015 IHRA San Anto-nio Nationals.

Jet racing and Chevy fans alike mourn the loss of Roger Gustin. As a pioneer of mod-ern jet car racing in the 1960s to the 90s, Gustin is known best for his multi-car Smith Brothers Cough Drops Jet Dragsters and later the Black & Decker and Lava Machine jet powered Funny Cars. Later in his career, Roger owned AutoStar Productions as promoter of the popular Super Chevy Show events held nationwide. During his career, Roger was inducted into the National Hot Rod Association Hall of Fame, the ProJet Association Hall of Fame, and the International Drag Racing Hall of Fame.

Henry Gutierrez

Ray Price

Joe Leach

Roger Gustin


Drag NewsPRESENTED BY

The IHRA announced that Mike Dunn has been installed as Presi-dent of the organization in advance of a complete reorganization of the company and its various operations. Dunn, one of the most suc-cessful drivers and team or-ganizers in the history of motorsports, joins the IHRA after spending the last 14 years as the face of major league professional drag racing for ESPN.

“We welcome Mike Dunn, one of the most respected figures, not just in drag racing, but in all of motorsports, to the IRGSE family of companies and specifically the IHRA as we begin to reshape the entire organization; Racing Operations, Television and Digital, Licensing, Track and Individual Membership and a newly developed Team Own-ership Sponsorship Business Unit into a first class motorsports and entertainment platform,” said Vice Chairman of the Board and CEO of IRGSE, Chris Lencheski. “Mike has been a part of the most memorable moments that this sport has ever seen, and we are excited to have his expertise as a winning driver, businessman, and influential media member to help lead us forward.”

“I welcome this new opportunity after so many years in a race car and

in front of the screen at ESPN,” Dunn said. “I think the vision that IRGSE and the IHRA is pulling together fits a younger and engaged fan base that loves action, speed, and the personalities around those elements. The IRGSE Board are committed to the their decisions and vision for drag racing into the future, but are staying flexible in their approach to teams, markets, promoters, media, and sponsorship. I think they may have the best vision to come along in drag racing in a very long time and I am excited to be a part of the leadership team.”

The current 2016 IHRA Drag Racing Series is serving as an interim year between the current format and the restructuring format which will be announced throughout the 2016 season. Key points made in Dunn’s first official video statement on the restructuring are a new top fuel strat-egy, expanding outside the U.S. and Canada to make it a true interna-tional series, and staying committed to the sportsman racers. The 2016 Competition Schedule can be found at ihradrs.com/schedule/.

IHRA selects Dunn as president

Spring Fling Million To Use TruStart System Compulink and the Spring Fling Million are shaking up the old ways of racing. Promoters Peter Biondo and Kyle Siepel made the announcement at the PRI Show in December that they would use the TruStart system designed by Compulink’s Bob Brockmeyer.

In the past, the first person to red light got the loss — plain and simple. This never took into account that the person with the faster car had an advantage — being able to see the light in the other lane. If they saw red, they knew it didn’t matter what they did. Well, thanks to the TruStart, that is no longer the case. Now the person in the other lane still has to get a green light or risk suffering the loss. Whichev-er lane has the worst red light offense will lose.

“It’s going to be pretty excit-ing,” Biondo said. “Each year we get together to think how can we make our events better, how can we bring more fairness to our events, we want an equal playing field for all. So this year we’re introducing the ‘worst red light rule’ at our Spring Fling Million. The worst red light loses – period! It’s all about fairness, that’s what our Spring Fling brand has been about since day one and we’re proud to say we’re going to bring this to all our events in 2016.”

It has some handicap racers up in arms, but we think it is a good move for the sport. What are your thoughts? Go to our Facebook page and let us know.

Tucci returns to PDRA announcing teamAfter a one-year hiatus, Al Tucci will return as the voice of the PDRA. Tucci’s commentating career is one of the longest in drag racing. His unique, high-energy, personable style is sure to keep the fans engaged in 2016.

Tucci joins Carl Robinson and Lee Sebring to cover events from the tower, top-end, and in the pits. Coverage of the PDRA can be found via live feed on Motor Mania TV.“The PDRA has all the right ingredients,” Tucci said. “They’ve got the best of the best. They are onto something very positive for spectators, sponsors and racers. They have the best names, utilizing the best equipment on some of the best tracks in the country. I like to entertain and I like to make people want to come back, to go home and say ‘Wow, was that a great time,’ and bring more people back with them next year. I’m excited to be back with the PDRA again and be a part of something great.”

Photo by Gary Rowe

http://www.ihradrs.com/schedule/

Drag NewsNEWS / HEADLINES / HOT TOPICS

Aerospace keeps Winner’s Circle partnership with NMRA/NMCALaunched last year, Aero-space Components will continue its Winner’s Circle sponsorship at all NMRA, NMCA and NMCA West events in 2016.

“Last year’s Aerospace Components Winner’s Circle was such an awesome celebration with specialty trophies, hats, and photos for the racers, their teams and for everyone involved. We’re looking forward to once again supporting the racers and their teams, through our partnership with the great crew at ProMedia, which has now extended into its sixth year,” Kim Kussy, President of Aerospace Components said. Stay up to date with the latest news at DragRacingScene.com.

Photo by Mike Galimii

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Jim HughesThe name Jim Hughes is well-known in drag racing. It’s one synonymous with words like dedication, passion, and drive. His love for racing helped guide his fami-ly’s torque converter business into leading the race market with world-class convert-ers, transmissions, and components. Af-ter recently selling his portion of Hughes Performance back to the family, he’s em-barking upon a journey he hopes will fur-ther the culture of Sportsman drag racing and keep it accessible for both fans and racers for many years to come.

With a clear schedule and rare chance to clear his head, Hughes began asking himself how he wanted to occupy his time. “I was won-dering what I could be when I grew up?” he says with a laugh.

After talking with the folks at IRG and IHRA, he was concerned about their plans for closing the dragstrip in Tucson. The previous closing of Phoenix Raceway Park put a damper on the local rac-ing scene, and the thought of losing yet another dragstrip wasn’t a pleasant one. With some negotiation, he assumed track owner/op-eration duties of Tucson Dragway and is working hard to turn it into a “destination dragstrip” that racers and families can look forward to visiting. He recently earned an inclusion within Division 7 (the Pacific Division) of NHRA’s Member Track Network.

Hughes says he looks forward to the new NHRA alliance helping expand the Tucson Dragway’s calendar even further in 2016 (near-ly 100 events were held in 2015). He’s also working closely with other racetracks in his area to make sure their events don’t overlap or conflict. Ongoing updates and improvements for the track were started during the off-season and include the widening of the stag-ing lanes, crack-sealing the shutdown area, and more.

Hughes also plans to expand the track’s dining options beyond the traditional snack bar fare to include access to a sit-down restau-rant that’s on the property. “I love to cook,” he says. “If people can eat well, they’re always much happier.” His joke after getting the race-track was that he “bought a restaurant with a racetrack out front.”

Other planned track amenities include a sales and consign-ment lot for his race trailer and motorhome business, an on-site speed shop, track storage and rental garages, and even product development and testing with his newly-founded Blue Bayou Mo-torsports. He’s also resurrected the famed Don Davis Race Cars and is committed to crafting easily accessible spec-car roller packages for Sportsman Racing. Racers simply add their running gear and paint, and the bodies (which include both new and old Corvettes, ’69 Camaros, and more,) are all interchangeable on the chassis. Tired of running a C5? Swap it for a ’69 Camaro and go.

As an added bonus, Frank Hawley has brought his Drag Racing School to Tucson. After a sold-out class in December and a full roster for April, there is talk of setting up a permanent facility on-site with Competition Licensing and his popular Dragster Adventure programs.

With a goal of making racers and spectators feel well-taken care of, an eye on a safe and competitive racing surface, and enough support to keep the interest alive, Jim Hughes is giving back to Sportsman Rac-ing in a big way, and will hopefully cultivate and condone the camara-derie and family-friendly atmosphere that drag racing is known for.

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

PRESENTED BY


HELPING RACERS

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To watch all the videos below, head to:DragRacingScene.com/video-rewind

Video RewindRACING / PRODUCT / ENTERTAINMENT

Fastest Outlaw car in the worldThe KH Series V6 become the fastest Outlaw car in the world running 3.87 at 199 mph.

Petty talks about the KH Series V6 ’VetteExclusive first interview with Steve Petty on the World's fastest Outlaw Corvette pow-ered by KH Series V6.

Building a T/F engine with Alan Johnson The folks over at NHRA recently caught up with Alan Johnson at his race shop. He gave them a special tour and lesson on how to build an engine block.

NHRA history lesson w/Lewis BloomNHRA stat guy Lewis Bloom takes a look back at the last major change in the Pro Stock class in 1982.

NHRA champion Antron Brown Ben Shelton talks to NHRA Champion An-tron Brown about his championship season and his goals for the 2016 season.

Wheelstand contest, nostalgia drag racing The 2013 Jalopy Showdown Drags Wheel-stand Contest didn't disappoint! Here is a video compilation of gassers lifting up their front wheels at the Beaver Springs Dragway.

Best of NHRA drag racing in Slo-Mo Seeing drag cars in slow motion definitely gives you a whole new outlook on the sport. Check out the best slow-mo footage from the NHRA Mello Yello Drag Racing Series.

Drag racing thrills & spills - 2015 Pt. 1This video features some of the wildest crash-es, wheelstands, explosions and saves from the 2015 drag racing season. We're happy to announce that all drivers are okay, however the same can not be said for the cars.

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


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IN FOCUSMATT WOODS PHOTOGRAPHY

Where is your hometown? Suffolk in East Anglia, England

What type of cars do you normally shoot? What track(s) do you frequent? To be honest, I shoot all types of cars that are at the track, from the street-legal through to Top Fuel dragsters. Most of the photo shoots are at Santa Pod Raceway in Northamp-tonshire. But, I’ve done a few shoots over the years at Shakespeare County Raceway in Stratford-upon-Avon.

How long have you been a photographer? I’ve always enjoyed photog-raphy from an early age. So, I guess for about 25 years.

How long have you been a professional photographer? As a pro and doing it full time, I would think it’s now been about 15 years. I’m self-taught; many, many hours of practice!

What camera, lenses, lighting, etc. do you use? I have several setups depend-ing on the job, time scale and location. My main camera I use is a Nikon D4s, with a Nikon 24 to 70mm lens. Some jobs do require lighting; these range from studio lighting to simple speedlight setups.

What sets your photogra-phy apart from others? That’s a hard one to answer. I would like to think my photos are always clean and sharp with good colors, as well as framed nicely, and capture the moment.

Who are your influences? I don’t have any particular person who has influenced me for the car photography, however, when I see a great image in a mag or online, I do hope that one day I’ll be that good!

How did you get into car photography? I have a passion for cars, and modified ones. I guess it’s why I like the drag racing so much. I was ill for many years and had to stop my main job, a carpenter. At this time, I won-dered what else I could do and thought I would give this a go.

What publications, or where on the Internet, can people find your work?I work for most of the car magazines in the UK. I have a website, mattwoodspho-tography.com, with some examples of my work, or Facebook (facebook.com/matwoodsphotographer) has regular updates.

If you had one car you could choose to shoot, what car would it be, where would you shoot it, and why? I’ve been giving this some

thought. I have to say I’ve been spoilt over the years and have shot some wonderful cars in some great places. I can’t really come up with any-thing that now sticks out, as I’ve already shot many of my favorite cars!

What advice do you have for other people getting started in automotive photography? My advice would be not to give up. There are many, many people doing car photography so it’s really hard to get good contacts and then get them to use you, as they have their own guys and girls that they have already been using for years. So, you have to keep going, contact and email peo-ple with your work and if you are good enough, you hope-fully will get a break.

mattwoodsphotography.com

For full size versions of these pics, search “Matt Woods” at DragRacingScene.com.



Here it is January already. We just finished up what was a great season for the first-year single-car Parts Plus/Great Clips team. Everyone has gathered here at the

shop in McLeansboro, Illinois, to prepare for the NHRA 2016 season.

This time last year, Parts Plus and I were moving over to Doug Stringer’s new team and race shop. We were just get-ting trucks and trailers and race cars and parts. When we started, we did not have a socket or a screw driver. There were a lot of unknowns, like new crew chief David Grub-nic who’s been a Top Fuel driver for the last 20 years (most recently with the Kalitta team), but never a crew chief. We knew he was the right choice to lead, because we also had Lance Larson to oversee pretty much anything and every-thing that went on here and to help put all this together.

We went through this past year with a lot of success. I mean we missed the countdown by just a few points and ended up finishing the season in 11th. We had a final round — we had lots of semi-finals — and we had a No. 1 qualifier. The car ran good.

So, now I’m back at the shop. There’s trucks and trailers all around here. There’s people al-ready in place, and it has been a much more relaxed so-called “off-season” from last year when we didn’t have any of those things.

Now we are starting to refine what we worked with last year. And that’s really what the off-season is about. You look at what you worked on all season. You try to analyze what worked and what didn’t. And the things that you know worked — you try to refine a little better. Any new ideas that you come up with — you put a plan in place to test those when the time is right.

Certainly a cliché thing to say, but any time you think “we’re good, we’re going to leave it alone,” somebody’s go-ing to outrun you because they’re working. That work is pretty much what’s going on now.

Brad Hadman, chassis builder, is here at our shop fresh-ening up the car we ran last year. And, we have a new car, which we are changing a lot of things on to match the car that we will start the season with.

Top Fuel cars are really long and really flexible, and they take a lot of attention. So we, along with everyone else that runs Brad Hadman cars, keep him pretty busy coming in and front-halfing cars.

What that amounts to is right in front of where the driver sits, he’ll cut the car off and put fresh tubing in.

That front half has a lot to do with how that car works. It can make the car harder to tune or easier to tune, a critical part of the whole process. A lot of other racers, like Pro Stock or Pro Mod, spend a lot of time adjusting four-link bars, adjusting different things. We don’t have that option. The only suspension a Top Fuel car has is the chassis and the tires; no shocks involved in this thing, no four-link bars.

The most valuable asset any race team has though — it’s not how many engines or cylinder heads you’ve got — the most important thing is certainly the people. You know, the crew chiefs and I are not necessarily young, but the guys we’ve got here working are pretty fresh. They may not be the most experienced, but we wanted that because they don’t have any bad habits they’re bringing from an-other team. Everything these guys are learning, Larson has taught them.

We try to go with people that just want to do this but haven’t got the opportunity. It is a tough, tough life. You know, people watch drag racing on TV and they think “man, that’s so cool,” and they think “wow, those guys work really, really hard” to get those cars turned around in less than an hour — sometimes doing a complete en-gine rebuild. The truth is, it’s all this work that’s going on right now.

The guys are here building motors, chassis are being built, trailers are being cleaned and reorganized, and new

vinyl is going on the trailers and race cars. It’s a lot of work done here that allows those quick turn-around times in between runs. We all love being at the track; that’s the fun part, that’s the reward for all the hard work you do here.

By any rate, we’re all chomp-ing at the bit to head out west to test before Pomona. I believe very much in “take it one run at a time” because that’s really all you can do.

Winning races and winning championships — that’s the ul-timate goal — but if you don’t take care of it one run at a time, none of that’s ever going to happen.

I am excited about the upcoming season as a whole. I think there will be a lot going on. The Nitro class will amaze us by going quicker and faster. I see new records being set, possibly like right off the get-go in the season. The introduc-tion of electronic fuel injection in Pro Stock and seeing who comes out on top with the short wheelie bars they’ve got to run this year is gonna be fun.

It’s also going to be really interesting to find out whether Erica Enders continues her dominance after swapping man-ufacturers and with a whole new combination. I am also look-ing forward to see how the coverage of NHRA Drag Racing is going to be with the sports big move to FOX Sports 1. Seven-teen of the twenty four races are going to be shown live.

This is going to be great for the sport of drag racing. I think that one of the things that I’ll be paying the most at-tention to . . . is to see when the Parts Plus/Great Clips car gets its first win! See you on the starting line! DRS

Clay Millican is a 6-Time IHRA World Champion Top Fuel dragster driver who now plies his trade as the driver of the Parts Plus/Great Clips T/F dragster in the NHRA. You can follow Clay’s exploits throughout the season at claymillican.com.

@claymillican @claymillican Clay Millican @stringerracing @stringerracing Stringer Performance

Sitting still during the off-season isn’t an option

Certainly a cliché thing to say, but any time you think “we’re good, we’re going to leave it alone,” somebody’s going to outrun you because they’re working.”

“


A year of anticipation became reality on January 1 — NHRA mandated all Pro Stock vehicles to make the switch to EFI. Some applauded, some booed, but in

the end it was a bold move to inject some new energy in the Pro Stock category.

The EFI system requirement wasn’t the only change but certainly got the most attention. Tech officials also insti-tuted a hard rpm limit of 10,500 to help contain escalating costs, shorter wheelie bars, no engine covers in the pits, and fan-facing engine bays on all vehicles in the pit area.

It’s a new dawn in Pro Stock and one that I think is just a first step to making Pro Stock a relevant and mainstream category in the world of hot rodding. NHRA racing will take care of itself in terms of performances; early indicators show the cars slowed up about a tenth of a second in pre-season testing. But, where I think Pro Stock racers can do better is taking their fate into their own hands and reaching out into the broader drag racing enthusiast community.

Take a page from Ken Block’s book of self-promotion with his Gymkhana videos, which are a large departure from his day job as a Rally racer. I don’t expect a publici-ty stunt to go worldwide viral like Block’s videos (his latest video has more than 32 million views on YouTube). A good move, however, would be to reach across to the bigger drag racing and hot rodding market and use their Pro Stock cars as the tool to do so.

What do I mean? Raise your hand if you would like to see Jason Line dust off an older Pro Stock car, build a Pro Stock-like engine and then enter HOT ROD Magazine’s Drag Week. Just like Gymkhana’s Rally car that is not really a rally car, the same would hold true for the Pro Stock car on Drag Week.

If guys can make a Pro Mod car legal for the street, then it certainly can be done with a Pro Stock rolling chassis and a Pro Stock-inspired engine with a giant radiator in front of it. I think the enthusiast media world would jump all over it, that racer would grace magazine covers, and there would be plenty of videos circling the internet to show a “Pro Stock on the Street.”

The current record for a naturally aspirated combination on Drag Week sits in the high 8s right now, and I am sure a street’d up Pro Stock engine could destroy that record.

While I am daydreaming, what about some of these Pro Stock racers jumping into the wild world of Grudge racing where there are two types of genres: No Time and No Prep. Both aren’t for the weak of heart, and it would be great to see an outlaw Pro Stock engine approach-ing 600c.i. (I think that would be the limit with the deck height) and a team throw on a pair of Mickey Thompson 33x10.5W tires.

There wouldn’t be a grudge racer anywhere in this country not willing to line up with a Pro Stock car with a smaller set of tires for some good money. Or, keep the big meats on there and run an outlaw engine on the No Prep scene and let the little guy line up against a professional drag racer.

Bring on the Outlaws

Drag racing isn’t the only form of fun, and who can deny the popularity of the standing mile and half-mile events popping up across the country.

Once reserved for the snooty supercar market, the wide-open challenge has transcended demographics. Ev-erything from stock Mustangs and sport compact cars to million-dollar modified Lamborghinis are enjoying the fun, and many times the speed limit exceeds 200 mph with the more serious cars. I wonder what a Pro Stock car would run in standing mile trim?

The steps NHRA has taken in Pro Stock are huge and certainly regained a lot of interest in the category, but the teams also have to make a conscious effort to elevate their exposure — and not just in the confines of NHRA compe-tition. There are plenty of opportunities that teams can do themselves to service their sponsor. Pro Stock, to me, has always been an enthusiast type category where the car is still the star of the show. The mechanical greatness is interesting to any gearhead but it just needs to be pre-sented in a unique way.

Photo Courtesy of John Gaydosh Racing

The current record for a natural-ly aspirated combination on Drag Week sits in the high 8s, and I am sure a street’d up Pro Stock engine could destroy that record.”

“


It’s often said that in order to finish first, you must first finish. There’s nothing more frustrating than to

wade through a 32-car field and be sitting in staging ready for the final round only to have your heat-soaked engine fail to start. It happens more of-ten than racers like to admit, which is why more attention should be paid to that often-ignored starter motor.

In past days when a big Super Comp engine was a 540c.i. Rat motor, it was easy to get away with using a near-stock starter motor to bring that engine to life. But today’s 632s and 762s are com-monplace with Top Sportsman witness-ing leviathan 872-plus-c.i. engines with steep compression and long-arm 5.50-inch strokes. You’re not going to spin an engine like that with a stock starter motor. Respected engine builder Jon

Kaase says it takes more than 100 lb-ft of torque to get one of his big-inch, nor-mally aspirated Fords to turn over.

We stole some time to talk with Don Meziere, owner of Meziere Precision Manufacturing, about what it takes to build a starter motor strong enough to crank these monster, high compression engines.

Essentially there are two popular styles of Meziere race starters. In the old days, Chrysler was the first domestic OE to popularize the gear reduction starter. This used gears offset from the armature to increase torque through simple gear multiplication. The more recent ver-sion of this style is the permanent mag-net starter motor that uses high-strength magnets to produce a similar output. Starters come in either 1.7 or 2.2 kW, which equates to roughly 2.28 or 2.95 hp.

But you may have noticed the per-manent magnet starters do not utilize the traditional offset between the ar-mature and the starter drive. The gear reduction is created through a simple planetary gear arrangement similar to a three-gear planetary system in an au-tomatic transmission. This offers signif-icant packaging advantages, making the starter both smaller and narrower than their offset cousins.

Meziere quickly learned that the OE replacement permanent magnet starter’s Achilles Heel was a weak start-er drive. The outside ring of the plane-tary’s starter drive is plastic! Apparently this is acceptable for a mild 9:1 compres-sion production engine, but attempt to crank a 14:1 compression 762c.i. big-block Chevy and that plastic drive will disintegrate in the very first attempt.

STARTFINISHTO

A high-torque starter motor and good wiring are essential to getting that big-inch race engine started


starter button, the solenoid’s high amp draw will almost immediately fail the switch. That’s why Meziere recom-mends the accompanying relay to han-dle the additional load.

Larger diameter flexplates or fly-wheels create more leverage, which also helps the starter motor do its job. Meziere also pointed out that most igni-tions, like MSD for example, require a minimum of 200 to 250 rpm to fire the ignition, along with a minimum voltage. This is the second half of the story where the proper installation techniques will ensure the engine starts every time.

A common mistake that many racers make even after purchasing a quality starter motor is to handicap the starter with undersized battery cable. It’s essen-tial to use high quality, low-resistance battery cable to feed all the amperage the starter needs. Poor cables create re-sistance that drastically reduces the cur-rent flow to the starter, making it diffi-cult to spin a high compression engine.

Rather than get into Ohm’s Law, the quick version is that as you reduce re-sistance in the system, voltage increases. Voltage is like the pressure that pushes the current through the conductor, so the heavier the cable, generally the less the resistance and the more current that can be applied to the starter motor. This makes for a very happy starter motor that will perform as if it had 24 volts be-hind it instead of just 12. Meziere offers large 1/0 battery cable for this purpose that should always be used when plumb-ing the electrical feed to the starter.

If hard starting is an issue, perform-ing what is called a voltage drop test can often isolate the problem area. The test

This led Meziere to design and pro-duce their own complete in-house start-er drive assemblies combining a billet aluminum outer ring gear with billet steel-machined planetary gears that spin around a steel sun gear. This is en-cased in a CNC-machined billet alumi-num starter nose that also supports the starter drive as it engages the flexplate.

The next heavily-loaded portion of this start program is the solenoid. Meziere uses a Ford diesel solenoid that demands a much greater amount of current to ensure proper starter drive engagement. These solenoids draw as much as 40 amps, necessitat-ing the use of a specific Meziere relay that can easily accommodate this great-er amperage draw. However, if you at-tempt to wire this solenoid with a typi-cal 16-gauge wire connected to a small

Words / Photos Jeff Smith

This is one of Meziere’s most popular start-ers, the TS400. The entire front half of the starter uses a billet aluminum nose piece containing a custom-built gear reduction section and Meziere-built starter drive.

Here, the drive is removed to reveal how the CNC-machined drive gear is supported by a large bearing located adjacent to the inboard portion of the gear. This, along with a second bearing support farther inboard, produces excellent drive gear stability. This is critically important when cranking over large displace-ment engines with extreme compression.

is simple with the aid of a simple digital voltmeter. Disable the ignition and test the voltage at the battery while cranking the starter. This is just for reference to know that we have sufficient voltage at the battery. Now, place the voltmeter’s positive lead on the battery terminal so-lenoid and the negative lead on the bat-tery post of the starter and crank the engine. The number displayed will indi-cate the amount of voltage lost through the cable between the battery and the solenoid. If you record more than 0.40 to 0.50-volt, there is excessive resistance either in the cable or connections.

This same procedure should also be used on the ground side of the cir-cuit. We’ve seen 1.0 to 1.25 volts on both the positive and negative sides


of the starting circuit on engines with poor cables. Replacing these poor conductors with good quality, 1/0 multi-strand copper battery cable should eliminate the excessive resis-tance and allow the starter to perform

up to its maximum capabilities.The tuning, care and feeding of a

drag race car requires an enormous amount of effort, but the starting system can be both simple and reliable if you design it properly. Invest in a few quality

components that are built to work on a big-inch drag motor, and that will allow you to concentrate on more important things — like how to get into the win-ner’s circle. DRSSource: Meziere, meziere.com

Here’s a comparison of a typical aftermarket starter (left) with its small, unsupported drive gear compared to the far more robust and reinforced Meziere TS400 on the right. The arrow points to the ring that houses the bearing. Both starters are shown with the drive gears extended, as they would be under operation.

The Meziere solenoid finds its origins in the heavy-duty Ford diesel market. This unit commands a much higher 40-amp circuit to engage the starter drive. This means the electrical feed to the solenoid must also be very robust.

This is a shot of a Meziere TS-300 permanent magnet starter. Note how this is an in-line starter using a planetary gear reduction instead of an offset shaft and gears. This starter is also slightly lighter yet offers similar cranking power due to its stronger magnets.

This is an inside view of the planetary gear arrangement without the sun gear. Note the outer gear is machined into the aluminum case while the smaller gears are machined from billet steel. These CNC-machined parts virtually eliminate gear failures within the starter drive itself.

The standard starter drive on the right uses a small spring to retract the drive back once the engine starts. These light-duty springs often fail, which leads to other problems. The Meziere drive on the left uses a more robust pinned lever arm that physically retracts the drive once the engine fires.

This is a Meziere TS-400 bolted to the 565c.i. big-block Chevy in Chan-dler Meziere’s Super Comp dragster. Just to the right, you can see the WIK starter relay mounted to the block. Also note the Meziere 1/0 red battery cable routed to the solenoid. You can see that with the narrow frame rails, there’s precious little clearance for anything larger.

For even more pics, info, including charts and graphs, on Meziere starters, search “Start to Finish” at DragRacingScene.com.

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Don’t go


Gen 5 Camaro

Small isn’t part of a Texan’s vocab-ulary. So it should come as no surprise that when Gen 5 Cama-

ro enthusiast Larry Dye wanted to hit the street and strip with something that would make a big impression, he didn’t bother messing around with the stock 6.2L LS3 for very long. He went with a force-fed LS-based 427 engine, boosted by a couple of turbos, and a 200-shot of nitrous waiting in the wings for that fi-nal push over the edge.

“It currently makes about 1,300 horsepower to the tires,” Dye says. “That may seem like overkill for a street/strip car, but it actually is drivable. You can drive it on the street comfortably or drive it to the track, change the tires, and rip off a few 9-second ETs.”

What’s even more intriguing is the deceptive appearance and street-driv-ing demeanor of the car. Apart from the roll bar inside, the interior is pretty much stock — at least, it’s not a gut-

ted, tin-covered race car cabin. The same goes for the exterior. There are no wings, extraneous scoops or other race car accoutrements.

“The understated appearance wasn’t necessarily intentional, because I didn’t set out to build a dedicated race car at first — I just wanted a fast street car,” says Dye. “The car evolved from a 650-horsepower supercharged combination with the original LS3 to a twin-turbo system on the LS3, which

BIGHOME

GO

OR GO

A Texas-sized turbo system pushes 1,300 hp to the tires on Larry Dye’s Gen 5 Camaro Words/Photos by Barry Kluczyk


Gen 5 Camaro

wasn’t up to the power and punched a rod through the aluminum block. It was then that I doubled down on a new builder with a built-for-bear LSX en-gine, but we found the limits of that block before it was recently improved. Now, we’re using a Dart LS Next block for the foundation.”

Extracting those 1,300 at-the-tires galloping Texas fillies from the LSX-based 427 fell to Advanced Rac-ing Dynamics (ARD), of Houston

(advancedracingdynamics.com) at the direction of Owen Priest. Along with the Dart block, there’s a Callies Mag-num forged steel crankshaft (4.000-inch stroke), a set of Wiseco pistons (4.125-inch bores) and 6.125-inch-long Callies Ultra H-beam connecting rods. There’s also a COMP Cams cam-shaft ground to ARD’s specs.

Atop the rotating assembly sits a pair of LSX-LS7 six-bolt, high-flow cylinder heads that were ported by ARD until

they delivered 410 cfm worth of air-flow on the intake side and 275 cfm on the exhaust side (at .600-inch lift). The heads feature Del West 2.20-inch titani-um intake valves and Manley Inconel ex-haust valves measuring 1.61 inches, all complemented by Manley .700-inch-lift dual-coil valve springs and COMP Cams tool steel retainers. They are secured to the block via ARP 2000 head studs.

It’s a solid, durable long block that absorbs 23 pounds of boost generated


by a pair of Precision Industries hybrid 62/66mm ball-bearing turbochargers. They blow into a Precision Metalcraft sheet metal intake manifold, where the pressurized air charge is mixed with fuel delivered via 140-lb/hr injectors mount-ed in Aeromotive LS7 fuel rails. There are a couple of TiAL Q-series blow-off valves, too, to relieve pressure, along with an HKS EVC-V boost controller.

The injectors are fed by a Weldon fuel pump in addition to the output from the OEM fuel pump. The car makes this power on a street-friend-ly 93-octane tune though they do use just a hint of water/methanol injec-tion (from a custom-fabbed tank in the trunk) as a safety factor; it helps keep the charge temps down in the blister-ing Houston summer heat. The nitrous

system is fed high-octane race fuel from another custom-fabbed tank mounted in the trunk with an additional pump.

As we noted at the top of the story, Dye’s Camaro also packs a 200-shot of nitrous in the form of a Cold Fusion direct-port system and NOS progres-sive launch controller, but he hasn’t yet sprayed the direct port system on the track or even the chassis dyno. So, yes,


the 1,300 horses to the tire were gener-ated without the additional kick from the nitrous system.

For the record, Dye’s best time has been a 9.415 at 145 mph.

A fully built 4L80E transmission with a custom transbrake — also built by Advanced Racing Dynamics — backs the boosted LSX engine, replac-ing the original Tremec six-speed. It

features 4340-billet input and output shafts, a Circle D 3800-stall billet mu-ti-disk converter and an SFI-rated flex-plate and bell housing, all controlled from the driver’s seat by a B&M Pro ratchet shifter.

Torque is transferred from the bul-letproof trans to a Driveshaft Shop-prepped 9-inch rear center section that features a tough Strange posi dif-

ferential filled with surprisingly mild 3.55 gears.

“The car doesn’t need a lot of gear in the rear axle right now,” says Priest. “The transmission is geared for a strong launch, and launching on the 28-inch-tall rear slicks is already kind of challeng-ing with 1,300 horsepower to the tires.”

The Camaro still has an inde-pendently sprung rear axle, support-


ed by 31-spline half-shafts rated for 1,500 horsepower, but Dye is prepar-ing to swap in a Moser-built solid rear axle that ought to help put the Cama-ro in the 8s.

Since our photos were taken, he’s also added a custom rear swing arm and brake setup that allows the car to run 15-inch rear wheels and 11.5-inch slicks.

Launch and traction management assistance comes from Pfadt solid rear cradle bushings, control arm bushings, and engine mounts, BMR solid-bushing trailing arms and adjustable toe links, Hotchkis adjustable stabilizer bars, end links, and rear sub-frame connector/tunnel brace, as well as Pedders Super-car coil-overs (with external reservoirs) and bushings.

Solid bushings and engine mounts, which eliminate flex and deflection to enhance traction, definitely do their job on the drag strip.

With all the talk of the performance features of the car, it would be easy to overlook the fact it has collected Best in Class, Best in Show, and Editors Choice trophies at the Super Chevy Show, Au-

It currently makes about 1,300 horsepower to the tires, but it actually is drivable. You can drive it on the street comfortably or drive it to the track, change the tires, and rip off a few 9-second ETs.”

“

torama, Corvette-Chevy Expo, and plen-ty of other local car shows.

Its clean, good looks are subtle, but there is plenty to distinguish it from the other run-of-the-mill Camaro SSs on the street.

The most noticeable upgrade is the ZL1 front fascia. There’s also a VIS car-bon fiber vented hood and even a carbon fiber trunk lid (from Carbon by Design).

Other custom touches include LED-lit outside mirrors from Showstopper Accessories coupled with color match-ing LED side marker lights from Ora-cle, GM’s ground effects kit, and cus-tom black metallic stripes by S&T Auto Body, in Katy, Texas.

For greater headroom and a 125-pound lop off the curb weight, Dye has recently had the original sun-roof-equipped roof section removed and replaced with a standard, all-steel roof panel.

Inside, the Camaro was re-trimmed by Stitches Auto Tops & Upholstery, also in the town of Katy. They sewed carbon fiber-looking leatherette inserts into the seats and trimmed the head-liner and Fesler two-gauge A-pillar pod in sumptuous suede. The pod houses AEM boost and air/fuel ratio gauges. Additional cabin accoutrements in-clude Oracle LED accent lighting, bil-let pedal covers and chrome door sill

plates. There’s also a roll bar welded in by ARD and a five-point racing harness.

Like we said, they don’t do anything

small in Texas. Larry Dye’s big vision for his Camaro is paying off, and the next time you see it at a drag strip, it may be

wheels up and running deep into the 8s. Not bad for a car that started out as his daily driver. DRS

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GLIDEPUT THE

IN YOUR RIDESelecting and installing a Powerglide

Words/Photos Todd Ryden


Imagine leaving a stoplight in a typ-ical mid-60s oversized, under-pow-ered land yacht. The speedo and

the tach climb at about the same rate while the distinct Powerglide whine rises in unison. Just when you think the trans is never going to shift – “WHUMP!” the rpm drops down along with the transmission whine and the process starts again.

Knowing how these transmissions performed on the street, as well as the fact they hadn’t been built for close to four decades, it’s amazing to consider that a Powerglide is one of the most popular choices for drag racing. Strang-er yet, is how these transmissions were built primarily for Chevrolet but you now see them behind Ford and Chrys-ler power plants!

In its first inception during the ’50s the ’glide was built around a cast-iron housing. It wasn’t until 1962 when the first aluminum housing was intro-duced. To begin with, the trans was fairly stout back in its day, and enthu-siastic racers found it fairly easy to im-prove its performance capabilities. With only the one gear set, there are less things to go wrong internally, so the consistency is there to benefit rac-ers. This also means that there are less components through which to trans-fer power. A Powerglide is lighter than many manual gearboxes and most oth-er automatics as well. Also, these things were a dime a dozen back then!

Today, thanks to an enthusiastic and innovative aftermarket, you can buy or put together a completely brand new Powerglide that can maintain perfor-mance in 6-second drag cars! In fact, today’s ’glides don’t have much in com-mon with the originals, except the me-chanical and fluid theory of operation (and the name).

After scouring forums and talking to fellow racers, we started thinking about moving to a Powerglide in our ’85 Mus-tang. In its last incarnation, the Mus-tang ran 10s (and a few high 9-seconds) with a mild 351, and a small Procharger through a C4 trans. The next step up is to an F2 pushing into a stout 383. There will be much more power, and a Power-glide seems to be the best direction for trouble-free, consistent performance. We gave ATI Performance Products a call to discuss the pros and cons of go-ing with a two-speed.

ATI, based out of Baltimore, Maryland, knows a thing or two about Powerglides (as well as most other transmissions). ATI has been at it for 55 years, and you can see its wares in action at most any outlaw race, street series, and professional level events.

ATI includes the block plate, crank adapter, starter shim, and flexplate with their SFI Powerglide packages.

Our old C4 is on the right with the ’glide on the left. The two-speed is a little beefier around the mid-section, but it fit the tunnel of our ’85 with no troubles. The Powerglide is a little shorter, and notice that the bell is actually a little narrower as it connects to the transmission body.

Note that ATI’s adapter also accepts the OEM diameter and length GM converter pilot bushing. Each crank adapter is designed utilizing OEM dimensions and produced on ATI’s state-of-the-art CNC turning centers.


A catch can for fluid is a good idea. Trans fluid is nasty-slick stuff and when too much heat or line pressure gets pushed through, the fluid looks for somewhere to go. This compact catch can will make sure the fluid stays off the ground, and off the tires.

The guys explained there’s not a black-and-white answer concerning when to make the move to a ’glide but to look at the horsepower and the weight of your car. Horsepower dictates when you need a Powerglide, while weight is what may keep you out of a one.

When you’re sneaking up to 1,000 hp, it’s time to consider a ’glide. Con-versely, if you have a car that is more than 3,500 pounds, a two-speed may not be the right trans for you…that is unless you have the power to get it to launch and get the thing rolling.

Take for example an NHRA SS/KA (convertible) with a 350 and a Q-Jet that weighs more than 3,600 pounds. The car runs 10.00 but climbs to 8,000 rpm and uses a set of 5.86 gears with a 13x32 tire. The gear helps the heavy car and is an important aspect of your decision, as you’ll see shortly. The tires and what you can hook on are also important, es-pecially with drag radials and small tires prevalent in outlaw racing, so this is yet another consideration.

Our car, with our driver suited up and ready to go, tips the scales at 2,900 pounds. That makes for a pret-ty lightweight “street” car. The power should be well over 800 horsepower, even more once we fire up the boost. It seems like our Ford is a perfect can-didate for a trans that was originally made by Chevrolet.

Another important aspect to consid-er when looking at a transmission is the Starting Line Ratio (SLR). To get this ratio, take the rear end gear ratio and multiply it with the first gear ratio of the trans. For instance, a Turbo 400 offers a 2.48 low gear while the ‘glide offers a 1.80. In a car with a 4.10 rear end, the Turbo would deliver a 10.16 SLR com-pared to a 7.38 for the PG. Obviously, a heavier car would benefit from the low-er SLR produced with the Turbo 400 to get it up and rolling quicker, how-ever if that heavier car had the oomph to get rolling, the two-speed could be the ticket.

In our case, we already have a spool fit with 3.73 gears and went with the Pro Glide trans with 1.80 straight cut gear set, so our SLR is 6.71. With our power and lightweight car, this will give us a good launch platform, especially when it will be combined with ATI’s 9-inch Fuel and Blown Converter. These con-verters are designed specifically for high horsepower blower motors with an over-sized 22-element sprag that can handle extreme dynamic load capacities.

There are a lot of options to con-sider when buying a racing transmis-sion, such as different planetary gear

After checking and rechecking that the converter was positioned correctly, we bolted the trans to our 351W. Everything lined up exactly as expected, and the flywheel-to-converter bolts were installed and torqued.

sets and ratios, pumps, servos, bands, clutches and about anything else that is inside a trans. Fortunately, the techs at ATI are experts and will build a trans to suit your needs. The best thing you can do when you call is to know your

car: power, gears, tire sizes, weight, and other aspects.

The installation was straightfor-ward as you would expect from a trans swap and ATI’s knowledge and adapters made the Powerglide transi-

tion easy. They provided the flexplate, starter, and crankshaft adapter so ev-erything bolted up perfectly. Now, to get this Mustang together for the up-coming season! DRSSource: ATI Peformance Products Inc., atiracing.com

There have been a few engine and trans swaps in our Mustang, and dropping them in as one has proven the way to go. Using an engine tilt-control gizmo on the cherry picker has also paid for itself in spades.

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tech-Up


A pit area full of happy racers at a track in good financial standing is an owner’s dream. But how does one make such a lofty goal a reality? Scott Wood owns Jackson

Dragway in Beech Bluff, Tennessee, (just outside Jackson) and thinks he just might have the answer.

For 2016, Wood is implementing an optional track mem-bership fee of $180 for the season, which figures out to $20 a month for the West Tennessee track that operates nine months out of the year. Those buying into the membership program are rewarded with a variety of members-only perks.

Special benefits include a reserved parking spot with the racer’s name, at least four member-only $2,500-to-win races

(money is guaranteed regardless of car count) with $40 entry fees and $20 buybacks, trophies at every race, a free dinner for members and spouses at the end of the year, and more, including special sponsor product donations. Special perks are also available to non-racers who still want to be a member at the track.

In the interest of transparency, members will be able to request a look at the ledgers at any time to determine where their money is being spent.

“A dragstrip is extremely expensive to operate. I sat down and I thought, ‘what would be a good way to guarantee a good bit of money and not hurt ourselves’?” Wood explains. “You

Owner Scott Wood is working hand-in-hand with racers to create a better Jackson Dragway

Words Dan Hodgdon / Photos Brian Beers


do not have to be a member to race at this track; it’s just if you want all the benefits and a guaranteed purse once a month, that’s how you do it. That’s the easiest thing I could come up with to get people to want to be a part of the track and to be able to pay them a good purse.”

Wood, who has restored cars for much of his life, has big plans for the 1/8-mile dragstrip he bought with wife Sharon at the end of 2015. He has lived within 30 minutes of the track his whole life.

“I would like to see a minimum of about 40 cars per class on a good day and 15 or better on a bad day,” says Wood, who went to high school in nearby Parsons and now resides in Lex-ington, Tennessee.

A longtime racer himself, Woods doesn’t plan on his 1993 Dodge Daytona twin turbo being one of those cars on the strip that often in 2016 though.

“I don’t get to race anymore since I own the track,” Wood says. “I promised everybody that if it was my race I would not race my car. If somebody rented the track or put on a heads-up race, then I would race. The drivers don’t like the owner rac-ing [though] because they think he’s protecting his money.”

You do not have to be a member to race at this track; it’s just if you want all the benefits and a guaranteed purse once a month, that’s how you do it.”

“


Built in the 1960s, Jackson Dragway’s top priority is brack-et racing, but outlaw-style, heads-up classes are also featured. Nostalgia racing organizations will also visit the facility in 2016, in addition to the Open Outlaw Racing series, Hot Rod Drag Week stalwart Jeff Lutz, cast members from the Discov-ery Channel’s popular Street Outlaws program, and a variety of other special events. The members’ races will take place on select Friday nights (an evening usually reserved for Test and Tune) while regular racing is slated for Saturday nights.

Wood has also made a number of upgrades and improve-ments to the track, including replacing the first 60 feet and the transition, upgrading restrooms, cleaning briars in the pit area, and improving the return road.

Yet, all of these improvements are being done without utilizing the members’ money. The members’ races are the only ones which utilize membership fees to pay for necessi-ties like track prep.

“We have a separate bank account that all the membership money goes into,” Wood says. “And each time we race, the money that we collect on the entry fees and the buybacks and stuff will be put right back in the account.”

Nathan Hurst, proprietor of the custom and performance parts business Hurst Hot Rods in Jack’s Creek, Tennessee, believes that Wood is on the right track — literally and figura-tively. Hurst has been attending Jackson Dragway for decades as a spectator, crew member, and racer.

“I have visited racetracks all across the United States, and I have not found one single track that I feel is better than Jackson Dragway,” he says. “Just something about that place is comforting to me.”

Hurst is serving as a sponsor at the track this season, and he and his wife have decided to become members on the

sponsorship side instead of as racers. They will not be able to take their race vehicles (including a big-block Chevy C10 and a Camaro) to the track a lot since they will have to be at car shows to promote their business.

Still, they felt it important to be a part of the communi-ty Wood is trying to build. Hurst believes the membership program will unite people and make them feel accountable and responsible for making Jackson Dragway the best facil-ity it can be.

“I think membership will uplift the morale of the track, bring more people on board and get more racers and sponsors on board in the years to come,” he says. “I believe that Scott


is thinking that these racers are here every single weekend, so why not give them something to include them in the future of Jackson Dragway. In his eyes, the track belongs to the racers.”

Hurst also notes that thanks to Wood’s experience as a racer, he has the understanding and foresight to take the dragstrip to new heights for the competitors. At the same time, he is focused on making a weekend at the track a fam-ily-friendly experience.

The membership program has already received a great deal of positive feedback, both from individuals speaking to Wood directly and on area message boards and Face-book pages.

Time will tell if the program is a long-term success, but Scott Wood is certainly thinking outside the box — and thinking about his racers. That foresight alone should be enough to make many of them happy. DRS

I have visited racetracks all across the United States, and I have not found one single track that I feel is better than Jackson Dragway.”

“


As company names go, Aerospace Components sounds like it should be filled with a bunch of pointy-heads in lab coats designing solar panel arrays for the next

Mars lander. Cool, but not nearly as cool as what they really do. The

company started out doing government contract work, pri-marily with defense systems, guidance systems, and even com-ponents for the space station. But now Aerospace is into a line of work to which we can definitely relate.

Instead of pointy-head lab geeks, Aerospace Components is staffed with gearheads, and while they do make things fly, it’s on the ground. Aerospace Components is one of the lead-

ing manufacturers of a wide range of components designed specifically for drag racing. And best of all, it’s all made right here in the USA.

Instead of specializing in one niche, Aerospace finds areas where it believes it can help racers lower their ETs, avoid parts failures, or save money, and then designs products to meet those goals. Then it extensively tests them on its own fleet of race cars. Weak points are discovered and the design up-graded until the systems meet Aerospace’s exacting standards.

We talked with Aerospace Components’ President, Kim Kussy, about some of the company’s many offerings. She gave us a list of the top five components the company makes that

Supporting drag racers worldwide with made-in-the-USA know howPhoto by Fast Eddie’s Imagery

AEROSPACE

FULL RACEGOES

Words Jeff Huneycutt


Giving BackWe love companies that give back to the racers, and Aerospace Components definitely fits in that category. The com-pany chooses to support these pro-grams that benefit the sportsman/grass root racers.

“We un-derstand that we depend on the racers to be success-ful,” Kussy ex-plains. “So we do our best to support them. It’s pretty simple.”

Of course, lots of people talk about supporting the racers, but Aerospace Components backs it up. This includes the Winner’s Circle sponsorship at all NMRA, NMCA, and NMCA West events in 2016.

The company also sponsors the NHRA Excellence in Engineering Award, which is presented to an individual who brings a unique edge in craftsmanship and technology to each NHRA nation-al event and is voted on by the NHRA tech department. The Wally trophy will be presented at 12 NHRA Mello Series races in 2016.

help racers get wins more often. Check them out for yourself and see if you can use them on your own ride.

Pro Series ShiftersDrag racers running automatic transmissions almost always depend on either a Powerglide or the Turbo series transmis-sion. Aerospace Components has a shifter option for either style. The company’s Pro Eliminator shifter is for the Pow-erglide, and the Pro Terminator line is for T-350 and T-400

automatics. Both feature options to attach the shifter cable, either through the front or the rear of the body, can be oper-ated with one hand, and are compliant with both NHRA and IHRA rules. The Pro Eliminator can be either air powered or activated with an electric solenoid, and the Pro Terminator works manually or with an electric solenoid. Both can be ac-tivated by a timer or rpm.

The Pro Eliminator shifter’s billet construction, weighs in at less than two pounds, and is de-signed to work with Powerglide transmissions.


Pro Street Front Brake KitsAerospace Components’ billet brake kits are designed to meet the needs of the high-speed drag racer and the daily driver. So they can be a perfect option for the car that you have to drive every day to get to work but also want great performance from at the track. Aerospace Components de-signed these kits for performance without sacrificing drive-ability. Because they can perform well on the street, they are also ideal for very heavy race cars. The kit includes four-pis-ton billet aluminum calipers, mounting brackets, 113/4-by-0.81-inch cast vaned rotors, billet aluminum hats/hubs with multi-bolt patterns to fit a variety of cars, and even pads.

Fuel SystemsAs racers and engine builders have found ways to produce ev-er-increasing horsepower and hook up the cars harder, fuel systems have had to keep up with the increasing demands for fuel flow under incredible G-loads. To help with that, Aero-space Components has developed a line of fuel pumps with more efficient electric motors, better pressure adjustabili-ty, compatibility with multiple fuel types, and better seals to help lengthen service life between rebuilds.

It also has a line of fuel filters utilizing a fine stainless mesh that filters well while flowing much more fuel, with less pressure drop than typical paper-element filters. As an added bonus, the stainless mesh filter material is cleanable, and the entire filter is rebuildable, so you can easily get a season or more of service.

Photo by Keplinger DesignsAerospace Components’ very sexy front brake kits don’t sacrifice on performance and are also capable of pulling duty on a daily driver, making them a perfect option for a street/strip performer.

Aerospace Components even machines its own pulleys to have ultimate control over every component it sells.

Aerospace Components has gone to the trouble to science out com-plete fuel systems for several different classes so you know you will be getting properly matched components.

Photo by Keplinger DesignsInstead of making one water pump and several adaptors, Aerospace Components cuts each main body out of billet aluminum specific to the engine package it will be going on. This saves weight and complexity.

Pro Water Pumps The folks at Aerospace Components feel that adaptors should only be used as a last resort, and we couldn’t agree more. Its electric water pumps flow 37 gallons per minute and only draw four amps. The cool part is each main body is designed specifically for the engine application. That means you get a perfect fitting electric pump with no wast-ed efficiency (or weight) because the pump must push wa-ter through an adaptor before it gets to the engine. Water pumps are currently available for big-block Chevy, small-block Chevy, small-block Ford, Ford 4.6L & 5.4L Modular, and even remote mount.

Vacuum PumpsA good vacuum pump can help improve horsepower by pro-ducing high crankcase vacuum, which in turn helps improve ring seal — among other things. It gets better, because that improved ring seal allows you to run low-tension rings and cut internal friction in the engine.

Aerospace Components’ vacuum pumps are packed with a whole host of cool features. They include a billet alumi-num housing, sealed roller bearings, a one-piece lightweight carrier/shaft design, and carbon fiber vanes. There’s also a remote-mounted breather and oil separator that can be used with either dry- or wet-sump tanks. It features a filtered breather from K&N, a drain valve and a -12 fitting. DRSSource: Aerospace Components, aerospacecomponents.com

Remembering Gas Ronda’s original A/FX Mustang


It’s 50 years old. It makes a lot of noise upon starting. The miles are low, but there’s no warranty, radio, or air condi-tioning. The stock gauges don’t work, and the fuel con-

sumption is bad. The original owner drove it really hard. It sounds like a used car you’d be better off walking away from, but Nick Smith didn’t think so, for this classic racer was flat out born to run!

“I’m an old Ford dealer and drag racer, and I ran against Dyno Don, Phil Bonner, Tasca Ford, and those guys,” Smith says. “Gas Ronda was always at the top of the heap more often than not, and I can’t think of anyone else’s name on the side of a Mustang that means more. Collectors are sometimes hes-itant to show their cars, but their legacy might slip away if we don’t. We’re really just caretakers hoping to pass this history on to somebody else someday.”

The Gas Ronda Mustang is significant to drag racing in several different ways. Having won the Top Stock season championship with a Thunderbolt in 1964, Ford saw the new Mustang as the ideal platform to continue their winning ways — and develop even more momentum to sell some new cars.

After its introduction at the World’s Fair in April 1964, Ford’s Mustang was enjoying phenomenal success. But it wasn’t widely considered as a muscle car until the fastback 2+2 with the K-code 289 small block was introduced in Au-gust of that year. Utilizing lessons learned from an earlier test mule, 11 fastbacks were pulled from production and built specifically for NHRA’s Factory Experimental, which resulted in a total production of just 12 cars. Dearborn Steel Tubing did the initial engine and transmission swap, after which they were shipped to the famed Holman-Moody shop in Charlotte, North Carolina, for completion.

With the heightened popularity of stockers, Factory Exper-imental was considered the perfect place to showcase the new Mustang. Entries in the class were limited to current produc-tion year vehicles with manufacturer’s optional equipment. Words / Photos by Rod Short


Engines were limited to 427.2c.i., blowers were not allowed, and gasoline was the only allowable fuel. Three different class-es were available based upon the total car weight divided by the total cubic inches of engine displacement.

Ford had been very successful with the 427 wedge engine in 1964, but knew that more would be needed to counter the Dodge and Plymouth Hemi cars. Utilizing Indy car technolo-gy, Ford engineers worked feverishly to develop a new engine combination that used as many existing off-the-shelf parts. Amazingly, it was produced in just 90 days to be ready for the season-opening 1965 Winternationals.

The result was the 427 SOHC engine that utilized a hemi-spherical overhead cam. With 2.25-inch intake and 1.90-inch exhaust valves, spherical 12:1 pistons, and D-shaped exhaust ports, the new engine was said to produce 700+ hp with dual quad 780cfm carburetors. Both the Ford and Mercury teams found the 427 SOHC to be a very potent weapon.

Yet, the engine people weren’t the only ones pushing to get ready in time for the NHRA season opener. Holman-Moody reportedly received 11 Mustang fastbacks they had to scram-ble to complete within just 30 days. Utilizing their race expe-rience, the cars were stripped even further, cut and welded on, and redone. Ten cars were set up for competition, while the 11th car was built for show purposes. Just five 427 SOHC engines were available when the cars were built; the remain-ing Mustangs were built with 427 wedge head engines. Since he was the defending NHRA champion, Gas Ronda got one of the cammers in his car.

The haste in getting Gas Ronda’s car ready and transport-ed across country to the NHRA Winternationals showed. In qualifying, Ronda had to abort a run due to a wiring problem. After repairs, he came back in the next round to record an 11.35 ET at 127.47 mph. Ronda improved to an 11.06 in a first round win over Al Eckstrand’s Hemi Plymouth and then ran


an even better 10.92 in the quarterfinals, only to be edged by fellow Mustang racer Len Richter’s 10.91.

Ronda would later miss the Springnationals after surviving a severe accident due to a broken rear axle, which would lead Ford to park all of their A/FX Mustangs until new axle shafts could be installed. With his car a total loss, Ronda would then inherit the Mustang show car, where he ran a 10.63 in the A/FX finals at the U.S. Nationals. He would also go on to win Stock eliminator honors with a 10.51 at the AHRA championships with this car. While Dyno Don Nicholson held the class record for much of 1965, Ronda came back at the year end to win a divisional event and both ends of the national record with a 10.43 at 134.73 mph.

By all accounts Ronda had a successful year with this 1965 model Mustang, though exhibition Funny Cars had become the most popular vehicles at the track. He was given a 1966 long nose Mustang that reportedly weighed just 1,700 pounds. His exploits behind the wheel led to him becoming one of the best known drivers despite the fact he rarely travelled east or made every event.

In 1967, he was named AHRA’s Top Driver of the Year after winning multiple events. He would eventually run a 7.26 at 200+ mph in a flip top Funny Car before a top end fire in 1970 left him with serious burns over 30 percent of his body. During recovery, Ronda made plans to get into a Pro Stock Maverick, but eventually decided to hang up his driving gloves for good.

Fame is fleeting, but many baby boomers still remember the name Gas Ronda and what he did in drag racing. Less than half of those original A/FX Mustangs still remain, but Nick Smith has done his part to keep that legacy alive. DRS

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Big power, of course, was the primary goal when devel-oping Chevrolet Performance’s LSX454R racing crate engine, but there was more to the engineers’ efforts.

They were also after durability. “Along with power, we wanted to give racers a reliable,

low-maintenance engine that would go round-after-round, race-after-race throughout the season, and require little more than oil changes and the occasional valve-lash check,” says Rocko Parker, lead engineer. “In fact, this engine should go several seasons without the need for any major refreshing. That was more important to us than the final dyno number.”

For the record, this 13.1:1, naturally aspirated and single Dominator-fed, big-inch LS engine is officially rated at 770 horsepower at a 7,000 rpm and 612 lb-ft of torque at 5,600 rpm. And those figures might be a little conservative. Nota-bly, that’s a 50-hp increase over Chevrolet Performance’s own ZZ572/720R drag race crate engine — an old-school big block that, while it cranks out another 70 lb-ft over the LSX454R, comes up short on horsepower despite 26 percent greater displacement. That’s huge.

Can an LS engine flow some air, or what? “There’s almost no limit to what you can accomplish with

Chevrolet Performance’s LSX454R is more than the brand’s most powerful crate engine — it’s also designed for dependability on the track

Words / Photos Barry Kluczyk

1. Components for the rotating assembly are collected prior to the start of the build. Chevrolet Performance uses nothing but forged components for the crankshaft, rods, and pistons, matching them with a mechanical roller camshaft.

powerful.MOST.

EVER.


an LS engine,” says Parker. “The LSX DR [drag racing] heads we used on the LSX454R flow incredibly well, but the entire intake side of the engine — the manifold, carb, and camshaft — is designed with little restriction to move as much air as possible at high rpm.”

From the cylinder heads up, the LSX454R is unique, but its foundation is the sturdy bottom end that underpins the

2. The rotating assembly parts undergo a series of inspections and measurements to ensure each conforms to the factory specifications. Here, a custom air gauge is used to measure the outer diameter of the pistons. Each is rotated within the fixture, and air jets are used to de-termine the diameter, which is recorded on a master file for the engine.

4. The 4.185-inch pistons are made of 4032 forged aluminum and use larger, 0.886-inch wrist pins, necessitating use with the LSX rods that have complementing wrist pin bores. They also feature forced pin oiling and a friction-reducing skirt coating.

6. A 4340 forged steel crankshaft with a 58X reluctor wheel is carefully lowered into place, but prior to installation, the rod and main journals are measured in four places to calculate out-of-round and taper. Also, the crank’s snout and the damper’s internal diameter are measured to calculate the interference fit.

3. Like the pistons, each rod is measured with a custom air gauge tool, which measures the small and big ends simultaneously. The LSX454R uses 4340 forged steel I-beam rods that measure 6.000 inches in length. They also feature a larger small end to accommodate a larger wrist pin.

5. A cast iron LSX Bowtie Block with the standard 9.240-inch deck height is the engine’s foundation and is delivered to the assembly line already honed and cleaned. A deck plate is used to hone the cylinders, simulating the clamping pressure of the cylinder head on the deck to ensure optimal bore dimensions when the engine is assembled.

7. The crankshaft delivers a 4.125-inch stroke to achieve the engine’s 454-cubic-inch displacement with the 4.185-inch bores. A special windage tray is required to clear the long-stroke crank and the bottoms of the cylinder bores must be notched, too.

We weren’t easy on the engine during development, and it never failed. It was making the same horsepower on the last quarter-mile simulation that it did on the first.”

“


street-based LSX454, including an all-forged rotating assem-bly and the LSX Bowtie cylinder block. The latest version of the block, which includes provisions for six-bolts-per-cylinder head clamping (over the production-spec four bolts per cyl-inder) is stronger than ever and supports even greater ca-pability, should the owner decide to spray the engine. The 13.1:1 compression ratio is too high for supercharging or tur-bocharging, but that’s a topic for an entirely different story.

“Again, durability was the overriding goal for the engine, and the LSX Bowtie block helps give us that,” says Parker. “We could have definitely squeezed a few more horses out of it, but we were concerned about longevity and how many quar-ter-mile passes it could take. The aim was to make sure it could withstand about two years of quarter-mile racing without the need for major maintenance.”

To that end, Parker says his engineers targeted camshaft

8. A keyway is built into the snout of the crankshaft to ensure the damper/crankshaft pulley stays put during high-rpm, full-load oper-ation. The only production LS engine to incorporate a keyway was the Corvette ZR1’s supercharged LS9.

10. The fastener torque specs are verified by the computer and record-ed on the engine’s permanent build record. In fact, the engine isn’t al-lowed to proceed to the next assembly stage if any of the fasteners for a particular assembly procedure don’t meet their respective torque specs.

12. Shims (basically 0.002-inch feeler gauges) are used when installing the high-volume oil pump to ensure the proper alignment with the crank-shaft center line. It’s a critical installation step for all LS engine builds.

9. A computer-driven torque wrench is used to fasten the bolts on the main caps. The torque specs are programmed into the tool, which delivers perfect fastening force every time.

11. Next, the camshaft is inserted. For the LSX454R, it’s a special, mechanical roller design that delivers huge 0.738/0.738-inch lift and 250/270 degrees duration at 0.050-inch lift. It’s designed for one thing: high-rpm airflow – but not at the expense of engine durability.

13. It takes a lot of pressure to drive the SFI-approved ATI damper onto the crank snout and a hydraulic cylinder is used for the task. Then, the damper bolt is tightened with a 6:1 gear-reduction tool, because of the high torque rating: 37 lb-ft plus 140 degrees.


lift below the 0.750-inch threshold and kept engine speed to 7,100 rpm. When it came to validating the engine’s depend-ability, the engineers used an electric dynamometer to simu-late quarter-mile racing.

They dialed in the parameters of a race car that would run mid-9-second ETs using a Powerglide-type two-speed transmis-sion. The simulation was very close to a real event, starting at idle and ramping up power to a two-second WOT hold with

a simulated transmission brake at 4,500 rpm. After that, they let the engine free to hit 7000 rpm for the simulated first gear, before pulling it down to 4,500 rpm in less than one second, to simulate the second-gear shift, and then back to 7,000 rpm as it “goes thru the traps.” The test even ramped down the en-gine speed after the “pass,” to simulate the braking portion and turn around, along with 30 seconds at idle to get back to the burnout box to do it all again.

14. The piston/rod assemblies are slipped into place after the rod bearing received a coat of oil. Guide tools threaded onto the ends of the rods and a piston ring compressor ensure an easy, damage-free installation. The connecting rod caps are then torqued down to 64 lb-ft.

16. The cylinder heads are Chevrolet Performance’s LSX DR CNC-ported components that feature thick, 5/8-inch decks and are fitted with lightweight titanium intake valves. They also feature the LSX family’s signature six-bolts-per-cylinder clamping strength.

18. Large, heavy-duty pushrods are used. They boast thick 7/16-inch walls to support the engine’s strength and durability.

15. After that, a set of high-performance, mechanical tie-bar roller lift-ers are inserted in the block. The blade connecting each pair of lifters is thick steel for excellent support, while the lifter bodies themselves are CNC-machined and heat-treated steel.

17. There’s plenty of room for airflow in the DR heads, with 313cc intake ports and 116cc exhaust ports. The combustion chambers dis-place 50cc and the valves measure 2.250 inches on the intake side and 1.625 inches on the exhaust side.

19. The valves are held at an 11-degree angle in the LSX DR heads, versus 15 degrees in most production LS engines. The dual-coil valve springs are used with titanium retainers and shaft-mounted, aluminum roller rocker arms (1.9 ratio).


“We did that for 600 trips down the simulated drag strip, with only a shut down every 50 events to verify valve lash and the health of the engine,” says Parker. “It was an aggressive validation case, the equivalent of about 8.5 hours of non-stop racing — not counting the health checks — but that’s what we wanted in the pursuit of a reliable bracket engine that some-one will use in Super Comp, Super Gas, and classes like that.”

In the real world, 600 quarter-mile passes is a lot for most racers — something like six rounds every single week for two years. That’s a lot of racing. If the LSX454 proves as strong in the field as it did in the lab, those 770 horses are going to pull many a race car into the winner’s circle.

“We weren’t easy on the engine during development, and it never failed,” says Parker. “It was making the same horsepower on the last quarter-mile simulation that it did on the first.”

The LSX454R is assembled at a specialized Chevrolet Performance facility in the Detroit area that blends the best of hand-assembly and production-line techniques. Every component associated with the rotating assembly and the respective holes they fill in the block are mic’d with ultra-precise air gauge tools and their specifications recorded in a master file for each engine. Think of it as high-tech blueprinting.

Computer-controlled and calibrated torque wrenches ensure consistency with every engine, too, but they don’t

20. Shaft-mounted rockers enhance valvetrain stability at rpm and sup-port greater horsepower. Engineers experimented with various valvetrain geometries before settling on a setup that would support the engine’s 7000-rpm capability. Note the LSX insignias on the rockers’ bodies.

22. After the intake is installed, the engine is moved to final-inspection station, where it is leak-tested by pumping the water passages with about 20 psi of compressed air. The engine is also primed with warm oil to validate oil pressure and the compression is checked.

21. The engine assembly is topped off with a high-flow, aluminum single-plane intake manifold designed for the rectangular port design of the LSX DR heads. The crate engine package includes a Holley 1150-cfm Dominator carburetor.

23. Although a full dyno test is not part of the assembly procedure, we were able to get a peek at a development engine as it was put through one of the tough validation tests, which simulated quarter-mile passes. Chevrolet Performance engineers subjected their test engine to the equivalent of 600 back-to-back blasts down the track.

replace the eyes and experience of specially trained build-ers who guide each engine from start to finish. There are only four stations involved with each engine’s assembly, with a single builder at each one responsible for specific tasks. In the first station, the rotating assembly and engine block are inspected, measured, and prepped for assembly. At the second station, the bottom end of the engine is installed, and at the third stage, the heads and other top-end parts are added. The final station is an inspection stop, where each engine is subjected to a roster of checks, including leaks, compression, and oil pressure.

We asked Chevrolet Performance to let us document the assembly process, which we are sharing in the accompanying photos, and they obliged. It was a fascinating look at how a hardcore racing crate engine comes to life.

“If you want to race and not wrench on your racing engine, the LSX454R fits the bill perfectly,” says Parker. “It will go the distance, round after round.” DRS

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Drag Racing Scene has compiled a list of some of the hottest new products to hit the drag racing market. On the following pages of our Vendor Midway, be sure to check out the variety of racing products offered. Product and compa-ny contact information is provided should you see something you wish to pur-chase — and we know you will.

For even more new products, head to DragRacingScene.com

Twice as niceAerospace Components, Dual Rear Brake KitAerospace Components has a dual brake kit option for almost any application.

Ideal for building boost on turbo-charged door cars and amaz-ing down track performance for dragsters. The Dual Rear Brake Kit comes with 4 billet aluminum calipers, billet aluminum hats (drilled for 1/2- or 5/8-inch wheel studs), multi-drilled 5 lug patterns, Hawk Performance brake pads, 11 3/8-inch diameter, 5/16-inch thick drilled rotors, dual caliper billet aluminum mounting brackets, and Grade 8 hardware.

The compact and lightweight Billet Aluminum Calipers and prov-en durability of Aerospace's 2-piece hat and rotor provide the per-fect combination of stopping power and repeatability needed for the growing number of fast and heavy drag cars.

Aerospace offers the lightest and most effective brake op-tions in the industry, which allow the car to leave harder, straight-er, and run confidently out the back door, all while keeping roll-ing resistance and rotating mass at a minimum. Make sure you have enough brake to hold your turbo car at the line while build-ing boost and stop your car at the end of the track without brake fade. Meets all NHRA/IHRA requirements and is made in U.S.A.

aerospacecomponents.com727.347.9915

The power of the VoodooLunati, Voodoo Lightweight Crankshafts for small-block ChevysThe latest crankshafts from Lunati provide the utmost in weight reduction. New Voodoo Lightweight Crankshafts are perfect for high-winding, naturally aspirated drag racing applications. A variety of popular strokes are available for two-piece rear seal small-block Chevys in both 350 and 400 main sizes. The cranks are produced from the same 4340 steel forgings as Lunati’s popular original Voo-doo Crankshafts, which are renowned for durability and strength. These new lightweight versions feature gun-drilled mains, pendu-

lum-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.

lunatipower.com662.892.1500


Vendor MidwayPARTS / TOOLS / ACCESSORIES

Billet strengthTCI, 29.2 Flexplates for GMNew heavy-duty flexplates for multiple GM applications can with-stand more than 12,000 rpm. TCI offers the one-piece billet flex-plates for LS versions of GM Gen III and Gen IV engines, as well as for big- and small-block Chevys. The SFI-certified 29.2 components are made from a CNC-machined 4140 forging with a hobbed-on ring gear, gas-nitrided for extra hardness and strength, and e-coat-ed for corrosion protection. Lightening holes reduce rotating mass and drop the overall weight to 7.6 pounds for the LS option and 6.8 pounds for the BBC/SBC option. Each TCI-exclusive design fea-tures multiple bolt patterns.

tciauto.com888.776.9824

Better inputATI Performance Products, T400 Vasco Input Shafts and Forward DrumsLooking for the most performance from your T400? ATI now offers all new Vasco Inputs with light weight drums for less rotating weight and improved durability. ATI’s “Big” Vasco inputs are 1-3/16-inch thick at the converter side and 1-1/4-inch where they press into the forward drum. That is 16 percent bigger than OEM 400 inputs and compliment ATI's Billet Aluminum Super Pump with bolt-in sta-tor tube. Available with either an Aluminum Drum (Part #406003V) that comes with a steel center and can hold up to 8 clutches, or an all-new light weight Billet Steel Drum (Part # 406002V) with a new billet aluminum piston that accepts up to 9 clutches. For rac-ers that need an OEM size input, ATI offers an OEM diameter Vasco Input (Part #406006) with a new Lightweight Steel or Aluminum Drum (406005) that is both stronger and lighter than OEM.

atiracing.com866.203.5094

Launch itMcLeod Racing, Line Launch Clutch Release SystemWhen 10th’s of a second can make all the difference, Mc-Leod’s Line Launch is your ace in the hole. The innovative system gives the driver the ability to control clutch release by simply letting go of a switch.

With the McLeod Line Launch you depress the clutch pedal to the desired position for release and then by acti-vating a switch you lock the clutch in place. Simply let the switch go to release the clutch and launch the car for a quicker reaction time.

For cars equipped with an existing roll control device, Mc-Leod’s new Two Stage Button is available. Used in conjunction with the Line Launch and your existing roll control device, you can release both the brake and clutch at the same time.

McLeod’s new Line Launch and Two Stage Switch are ready for order and can be purchased along with its full line of per-formance driveline products.

mcleodracing.com714.630.2764

Expanded capabilitiesFlex-a-lite, Extruded Aluminum Expansion/Overflow TanksFlex-a-lite introduces a cooling system expansion and overflow tank that matches the engineering and appearance of the company’s Flex-a-fit radiators.

The Flex-a-lite expansion and overflow tank brings several tech-nical advantages to the cooling system. First, it is easy to verify that there is sufficient coolant in the system by visually inspecting the included clear hose that connects the tank to the radiator. Since it is unnecessary to remove the radiator cap, air will not be intro-duced into the cooling system, leading to overheating and also accelerating corrosion. The expansion/overflow tank is readily re-moved with a wing-nut mount, making it very easy to raise the tank during radiator filling. By using the Flex-a-lite expansion tank as the high-point in the cooling system, you can purge all of the air out of the cooling system. And, of course, it’s made in the USA!

This new product is designed to be used as either an expansion tank or an overflow canister. When used as an expansion tank, cool-ant can be drawn from the tank back into the radiator as the sys-tem cools. When used as an overflow, the tank simply contains any fluid that escapes the pressurized radiator cap when high tempera-tures are encountered.

flex-a-lite.com800.851.1510

• Engine & Driveline Tech• “How-To” & Installations• Technology Explained • New Product Reviews• Performance Testing

Get More Power From Your VehicleNEWS. TECHNOLOGY. PRODUCTS.

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Join Us Online!powerperformancenews.com

And Much More CAM BENTYEditorial Director

JEFF SMITH Senior Technical Editor

RICHARD HOLDENERTechnical Editor



For even more new products, head to DragRacingScene.com

High flowMeziere Enterprises, Electric Pump for LSxMeziere Enterprises, the industry leader for electric water pump technology, brings you the solution for LS based, extreme duty en-gine cooling. Our simplified 55 GPM pump is a great solution for high compression, high horsepower applications where power ad-ders are employed. They are the highest flowing electric pumps available, offered in clear or black anodized finish and come with a two year warranty.

meziere.com800.208.1755

Bottled stabilityDriven Racing Oil, 75W-110 Gear OilThis synthetic gear oil is used by top Pro Stock race teams and in a variety of sportsman drag racing classes. Designed for use in rear ends, differentials, and transmissions, the unique formula reduces operating tem-peratures by up to 15 degrees compared to other brand’s gear oils. Driven 75W-110 also pro-vides shear stable viscosity for outstanding gear durability. In addition, it reduces temperature and friction to deliver proven per-formance gains during each and every pass.

drivenracingoil.com866.611.1820

Accurate readingAutoMeter, Wideband Pro Plus GaugesAutoMeter has introduced its PRO Plus Wideband Gauges. Knowing the exact air/fuel mixture running through your engine is the most important factor to extracting the highest levels of performance and durability. Not all wideband gauges are created equal. Auto Meter utilizes an advanced calibration method that automatically calibrates your gauge on every startup to assure you of the high-est degree of accuracy over the entire lifespan of your sensor (no free air calibration is ever necessary). Compatible with nearly all fuel types, the AutoMeter Pro Plus Wideband has a configurable display to pinpoint the exact range you want to keep an eye on. An advanced peak recall function and lean warning system make sure you’re safely making power, whether on the track or on the street. An automatically dimming display tailors light output for any condition. Data logging output is included for one wire or two wire systems. Its specially designed O2 sensor and wiring harness are included for ease of installation.

autometer.com866.248.6357

Tub one, tub allChris Alston Chassisworks, Builder Wheel TubsChassisworks builder wheel tubs provide a professional solution for beginner and experienced custom vehicle builders. Designed for street or race car use, tub panels are made from 18-gauge (.050-inch-thickness) cold-rolled steel for improved durability and surface finish. Assembled tubs measure 21 inches wide with 34 inches diameter; suitable for use in muscle cars, street rods, cus-tom trucks, or race cars. End caps feature a 1-inch-radius corner with offset lip for easy assembly and flush outer surface alignment. Exterior welds can be ground flush for a seamless finish. Outer skins ship pre-rolled at the correct diameter for significantly easi-

er assembly, with only light pressure needed when tack welding. To allow fitment on cars with lower floor heights, additional material length is provided in each tub skin so that it can be rotated to leave a total of 6-1/2-inch overhang at one end or split between both ends. Tub cap extensions, with matching 1-inch corner radius, are available separately if needed. Panels are shipped pre-formed with smooth surfaces, but can be bead rolled for added rigidity and cus-tom appearance prior to assembly.

cachassisworks.com 800.722.2269

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Performance& Consistency Win RacesOnly TCI® Offers Track Proven Performance, Advanced Product Design & Serious Drag Racer Support. For nearly 50 years, TCI® has stuck to its roots, providing Sportsman drag rac-ers with durable drivetrain components that win races. Designed by experienced and passionate engineers, our hand built converters and transmissions provide in-creased performance at the strip, with more consistent and lower ETs.

Bracket Racing Powerglides are designed for performance and dependability at an economical price. Drag Race Transmissions in popular GM, Ford, and Chrysler applications include Full Manual Competition with standard or reverse shift pattern and a Trans-Brake Transmission, perfect for serious full-tree racing. If you have a unique application we can help with a custom setup.

Our Torque Converters come in 7" to 11" for most applications with hundreds of possible combinations. Robust construction featuring a tig-brazed impeller and ful-ly furnace-brazed turbine for unparalleled strength and performance consistency.

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High-flow headersTrick Flow Specialties, Expanded Line of HeadersTrick Flow Specialties greatly expanded its line of Trick Flow by Stainless Works Headers for 2016, offering more high-flow head-ers and header/exhaust systems to complement Trick Flow’s high performance cylinder heads and other performance engine com-ponents. Applications include 2010-15 Camaro, ’09-’13 Corvette, ’08-’15 Hemi Challenger, ’79-’93 Mustang.Built by the exhaust specialists at Stainless Works from 304L stain-less steel, the Trick Flow by Stainless Works Headers feature CNC mandrel-bent tubing for maximum flow and extra-thick, laser-cut 3/8 inch flanges for a leak-free fit. Plus, the headers are fully TIG-welded—no need to worry about tubes cracking at the flanges or collectors. All headers are backed by a lifetime warranty.

trickflow.com330.630.1555

There’s an app for thatRacepak, Virtual Dash App and ModuleHey crew! Ever wonder what is going on inside the car on the start-ing line?

The Racepak Virtual Dash App and module turns any IOS de-vice, such as iPhone or iPad, into an on-the-fly display by streaming data directly from any Racepak data recorder or digital dash.

The Racepak Bluetooth V-Net module can be added to any Race-pak V-Net system, and after downloading the Racepak Bluetooth App, data can be streamed instantly. The display is based on the popular Racepak IQ3 dash display, and like the IQ3, it features four pages of display that can be swiped left or right to view. Each page shows six user-definable data channels, with programmable warnings.

By eliminating data cables between the display and the vehi-cle, the Racepak Bluetooth App is the perfect tool for tuners, crew members, or anyone else who needs to see streaming data outside of the vehicle.

racepak.com949.709.5555

Nice angleBrodix, BP PB 2002 14.5-degree Cylinder HeadsThe BP PB 2002 cylinder head was designed by legendary en-gine builder Sonny Leonard. If you are looking for raw horsepow-er, this 100 percent CNC ported head is the answer. The BP PB 2002 has a 545 cc intake port that flows over 585 cfm. Nitrous is no stranger to the 14.5-degree valve angle head that incorpo-rates conical combustion chambers. The valve sizes are 2.520 / 1.860. The BP PB 2002 casting is a rock solid foundation for high horsepower engines.

brodix.com479.394.1075

Quality liftCrane Cams, Pro Series Hydraulic Roller Lifters In drag racing, accuracy is everything. Thanks to some of the tight-est tolerances in the industry, Crane Cams Pro Series Hydraulic Roller Lifters precisely meter the internal bleed rate.

This allows for the use of cam lobe designs with increased tappet velocity, higher rocker arm ratios, and increased valve spring tension. All of these upgrades increase engine rpm poten-tial and horsepower while assuring a quiet-running engine. The re-sult is more power with fewer surprises. The lifters are made from 8620 alloy billet steel material, heat-treated, and feature an en-

hanced surface finish. The bodies are fully CNC-machined, while the stainless steel link bar utilizes a high-quality Monel rivet for the utmost in durability and strength. A “Focused Oiling” feature also directs oil straight to the needle bearings. Crane’s Pro Series Hydraulic Roller Lifters come in over 25 different part numbers for a wide variety of early and late model engines. Retro-fit or OEM-style options are available.

cranecams.com 386.310.4875

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Have you ever tried to turn or twist the cheap, plastic handle on an object like one of your kids’ toys,

only to have it snap off in your hand? Or how about the stubborn bolt head that breaks as you crank on it with a breaker bar?

That’s essentially the issue faced in a vehicle with an otherwise stock drivetrain and a pumped-up engine. It’s a physics lesson, really: When too much twisting force is applied to components not de-signed for such torque, things break.

It may be annoying and time-con-suming to drill out that busted bolt, but when it’s a transmission or rear axle, the “deal with it” factor increases by several orders of magnitude. That’s why it’s vital-ly important to take the rest of a vehicle’s driveline into consideration when taking the plunge with power adders such as a blower — even more so if you’re plan-ning to put that newfound power to the test on the drag strip, where the start-ing-line grip on a hard launch can quick-ly and catastrophically reveal the limits

SPEEDFORBUILDING

Driveline updates that help the 2015+ Mustang handle big power on the strip

Innovative Creations Motorsports’ VMP-blown, pump-gas 2015 Mustang GT put down 618 rwhp and 498 rwtq on the chassis dyno at Boost Controlled Performance. With that kind of power, the stock driveline wouldn’t be long for this world when the Mustang hits the strip with a set of sticky drag radials.

of over-stressed drivetrain parts. The 2015 Mustang GT perfectly illus-

trates the challenge. Jump on any pop-ular Mustang forum or blog and you’ll see they’re figuratively littered with the

post of owners who have literally littered the track with broken driveline parts. The tremendously capable Coyote 5.0 engine is the main culprit. It doesn’t take much boost to make big power

Words / Photos by Barry Kluczyk


with it, quickly pushing its 435-hp/400 lb-ft of torque factory ratings beyond the 650-hp/600-lb-ft thresholds.

The gearbox torque rating for the Mustang GT’s Getrag-sourced six-speed manual trans, however, is right around the 400-lb-ft peak of the 5.0 engine, which doesn’t leave a lot of wiggle room for additional pound-feet to strut their

stuff. Likewise, the 2015 Mustang’s inde-pendent rear axle is designed for the 400 or so lb-ft cranked out at the flywheel.

Upgrading a driveline with heavi-er-duty parts is by no means a new procedure for racers and rodders, but it’s new to owners of the 2015 Mustang, which features the all-new S550 architecture versus the previ-

ous S197 generation. Fortunately, the aftermarket has been Johnny On The Spot with enhancements and, as we’re illustrating here, making the new ’Stang reliably strip-capable is largely a bolt-on affair.

We dropped in at Innovative Cre-ations Motorsports, in one of Detroit’s industrial suburbs, where the shop’s

1. The project begins with prepping the new Mustang for the removal of its Getrag MT82 transmission, starting with the dismantling of the center console for access to the shifter. Only the top of the console housing needs to be removed. It’s a bit trickier than it appears, and there are fasteners on both sides hidden behind trim panels at the front of the console that release it.

3. After the transmission was unbolted and supported by a transmission jack, and all of the ancillary components and plug-ins were disconnect-ed, the Getrag gearbox was ready to be removed when it was discovered the oxygen sensors were causing an interference issue and needed to be removed. It was a great illustration of why you go slow and methodically with these projects, ensuring adequate clearance at every inch.

5. The transmission kit from Liberty’s Gears includes the TREMEC Mag-num XL transmission, a SFI-approved Quick Time Racing bell housing, cross member, and transmission mount. A 26-spline clutch, as shown here, is also required, but isn’t included in the kit.

2. Pretty much the whole exhaust system needs to come out as well — at least everything aft of the converters. It’s pretty easy to disconnect, but after the flow-tube sections seen here, the rest of the exhaust sys-tem is an enormous, fully welded assembly that requires two people to safely remove. The tailpipes run under the independent rear suspension, which makes removal a little easier.

4. Out comes the stock Getrag MT82 six-speed, which has also been used in vehicles such as the BMW M3. Although it is being swapped in this project for a higher-torque gearbox, criticisms about a general vagueness in the shift feel – due in part to the hinged shifter bracket – and somewhat long throws between gears have been levied at the MT82 since they started to be used in Mustangs about five years ago.

6. The stock throw-out bearing/slave cylinder can be reused with the Magnum XL transmission, saving the $150 or so required for a new one.

For even more info and pics on this 2015 Mustang’s upgrades, search “Building for speed” at DragRacingScene.com.


7. Unlike the Getrag transmission, which features an integral bell housing, the Magnum XL doesn’t have a bell housing. The sturdy, steel Quick Time Racing-sourced piece included with the Liberty’s Gears kit is the perfect complement for the track-intended use for the car — and it’s much safer than a cast aluminum part. It’s being installed here after a new McLeod RXT Street Twin clutch was slipped into place. It features dual 8-inch discs, which are strong enough to support 1,000 hp. A new flywheel was also installed.

9. Thanks to the extended length of the Magnum XL’s tail housing, the shifter pops right up into the stock opening in the transmission tunnel/console. It’s a tailor-made swap.

11. On the finer details side of the trans swap, a plastic ring at the top of the stock shifter boot has to be cut away to allow the shifter included with the TREMEC trans to push through it. A razor blade does the trick, but care has to be taken to preserve a clean, even cut around the perimeter.

8. Here, the TREMEC trans glides into place. Note the transmission mount has already been attached to the transmission. A lift and a transmission jack are musts.

10. Finally, the Liberty’s Gears’ supplied crossmember is bolted in place, and the transmission mount is secured on it. The clutch line and other plug-ins need to be reconnected, but the transmission installation is es-sentially complete – apart from the speedometer calibration, which must be handled in the ECM calibration. On the S197 Mustangs, a calibration box was the easy solution, but it doesn’t work on the S550 architecture.

12. Along with the higher capacity of the Magnum XL, the solid-mounted short-throw shifter included with the kit enables shorter, more precise-feel-ing gear changes compared to the hinged shifter used with the original Getrag trans.

13. The original Getrag trans used a flange mount, while the TREMEC transmission re-quires a slip-yoke driveshaft. The 4-inch-diam-eter, one-piece aluminum shaft from Dynotech Engineering is lighter and stronger than the stock two-piece component.

co-owners Marty Williams and Ken Fer-ence replaced the transmission, two-piece driveshaft, and axles in Ference’s new Mustang, which has been blown by a VMP-sourced/Roush-manufactured su-percharger featuring Eaton’s landmark Twin-Vortices four-lobe rotors. With es-sentially no additional mods and a bit of tuning to refine, the force-fed Coyote put down 700 rear-wheel horsepower.

The goal is 1,000 horsepower, and it’s not far off, but that sort of power would vaporize the factory transmis-sion and rear-axle half-shafts. So, they

were tossed in favor a TREMEC T-56 Magnum XL six-speed manual kit with a strong 700 lb-ft rating from Liberty’s Gears, a Dynotech one-piece drivesh-aft, and a set of 1,400-hp axle shafts from the Driveshaft Shop.

Because Ford had been using the Getrag six-speed for a few years be-fore the 2015 model was introduced, similar transmission swap kits were al-ready available and, fortunately, essen-tially bolt right up in the new models. That’s great, because there’s really no custom fabrication required for the in-


For even more info and pics on this 2015 Mustang’s upgrades, search “Building for speed” at DragRacingScene.com.

stallation of any of the items illustrat-ed in our story. That’s not to say there weren’t clearance issues here and some tight confines to deal with there, but a lift and basic tools were all that was required to transform the weak-kneed pony car into a stronger race horse.

Sure, swapping in a stick axle would have been a no-brainer too, but Wil-

liams and Ference are aiming to make the car stand out with the independent rear. Follow the accompanying photos and you’ll see what it took to facilitate the installations. There simply wasn’t room to show every nut and bolt of the procedures, but you’ll get the gist of it.

Building a high-performance car may not be rocket science, but there’s still a

lot of math involved. Making sure the numbers line up makes all the difference between collecting a great time slip and enduring the wrath of the starting line guys who have to sweep up after you. DRS

Sources: Innovative Creations Motorsports, innovativecreationsmotorsports.com; Dynotech Engi-neering, dynotechengineering.com; Driveshaft Shop, driveshaftshop.com; Liberty’s Gears, libertysgears.com

14. On to the axles. Doing one side at a time, the replacement starts simply by removing the large axle-to-wheel nut.

16. The half-shaft is gingerly separated from the wheel hub with some gentle taps and a bit of prying.

19. Out comes the half-shaft. Note that the rear hub/spindle assembly is pushed out of the way, but not removed from the rear suspension cradle. Doing it this way eliminates alignment changes.

17. If you’re used to nothing but solid rear axles, the forked half-shaft prying tool is probably new to you. It simply provides the leverage required to separate the shaft from the differential housing.

20. The new half-shafts are splined to match the stock differential, so no changes to the wheel hubs or the diff itself are required. They’re also equipped with stronger, 4340 billet CV mounts and CV joints featuring 300M billet Chromoly cages and races. They should stand up to just about anything.

15. Next, the lower control arm and suspension links are disconnected, along with the parking brake cable, antilock brake line, etc. It’s all in preparation to pull the spindle away from the rear suspension cradle in order to pull out the half-shaft.

18. Here’s the stock half-shaft (bottom) with the 1,400-hp-rated part from the Driveshaft Shop. Its strength comes primarily from the 300M steel used in the shaft’s center bar, which is a super-strong, low-alloy material used typically in aerospace applications such as airframes and landing gear. Even the splines at the ends of the bar are made of a unique “Ovaco” 300M material.

http://www.dynotechengineering.com

http://www.driveshaftshop.com

http://www.libertysgears.com

In the HBO series Game of Thrones, the lust for power is played out as rivals as-cend and fall within their imaginary kingdoms. It’s great television, but a real game of thrones might be seen within the NHRA Real Pro Mod Series. There, a familiar king rose to the top once again in 2015. This year, a new prince

may be heir apparent to the throne. That person just might be Johnathan Gray, who is coming over from an NHRA

Pro Stock winner to be behind the wheel of the Team Precision Turbo Pro Mod Ca-maro. On paper, the combination shows promise. Gray, who led all Pro Stock drivers with 10 holeshot victories in 2014, finished 10th in championship points last year, with two final round appearances at Sonoma and Dallas.

Is there a new champion on the horizon in NHRA Pro Mod?

Words / Photos Rod Short


“I really wasn’t planning on racing anywhere in 2016,” Gray says. “At the end of last year, I had been talking back and forth with Harry [Hruska], and he wasn’t sure if [Don] Walsh was going to be available to drive the car next year. He asked if I knew of any potential drivers, and I thought that I’d hate to let that op-portunity slip by. The schedule fit really well with mine, and I saw a lot of possibil-ities to do well in this class. I don’t think I would have done this with anybody else.”

That doesn’t mean, however, that Team PTE hasn’t been successful up to this point. With Precision Turbo owner Harry Hruska calling the tuning shots, the team has made more than a little noise, first with Brad Personett behind the wheel and most recently Don Walsh Jr.

“We’ve had a passion for what we do,” Hruska says. “We wanted to show that you could win with a turbo car. We got established running a three year program with Brad and did really well with Don behind the wheel. We’ve had the right crew with great guys, and there’s great synergy among them.”

Team PTE finished third in the championship the first year of the se-ries in 2010 and then third again with Walsh in 2012. Last year, it saw a fifth place finish in the J&A Service Pro Mod Drag Racing Series.

That, along with a number of wins, including the U.S. Nationals, has result-ed in more than a little respect for Har-ry Hruska among all of the big name teams in the sport. With him remaining at the helm for yet another season in 2016, the team they’re putting together looks to take no prisoners.

After switching from a Mustang in 2014, Team PTE has campaigned a swoopy Larry Jeffers-built Camaro that won a Best Engineered at its debut at the Nationals in Indianapolis. As if to underscore how good the car is, it also wound up with low elapsed time and top speed within a field of 33 cars its first time down the track.

The health of the Real Pro Mod series is better than ever today. You never know who’s going to win, no matter where they qualified, and most of the races are actually won after the 1,000 foot mark.”

“


Among other innovations, this triple-frame-railed Camaro features a slip joint in the top rail as well as a unique rear wing with advanced aerodynamics.

With a Strange rear normally car-rying 4.56:1 rear gears, the car weighs in at 2,660 pounds race ready. Former NASCAR builder Joe Hornick Enter-prises built the 521c.i. powerplant with Brad Anderson heads.

A pair of Precision Turbo Gen 2 ball bearing turbochargers with 88mm inlet wheels and stainless steel exhaust housings provides gobs of boost. Fuel management is handled capably by a Big Stuff Gen IV which actuates the 225 lb/hr primary and 550 lb/hr secondary fuel injectors that run off a base 90-psi fuel pres-sure. Backing the engine up is a man-ually shifted Liberty 3-speed.

At the end of 2015 with Walsh be-hind the wheel, Team PTE went a


5.774 at 259.66 to make them the fast-est doorslammer in NHRA history. That speed surpassed Melanie Trox-el’s 258.71 record, which had stood for more than four years. With a 1.018 sixty foot time, that run was also just a tick off the 5.772 national elapsed time record set in 2011.

“The health of the Real Pro Mod series is better than ever today,” Hrus-ka says.“We had 27 entries for the first 2016 event at Gainesville in just one week. The challenge of running ni-trous, blown, and turbo entries like these is maintaining the parity, but I believe we have the recipe just right. You never know who’s going to win, no matter where they qualified, and most of the races are actually won af-ter the 1,000 foot mark. With a new TV package that will air just one week after each event, we expect a banner year again in 2016.”

Stay tuned and enjoy the show! DRS


When you’re a drag racer, all you think about is power and perfor-mance, which of course makes

perfect sense. After all, the goal is get-ting from point A to point B as quickly as possible. But what happens after we get to point B? That’s when slowing down and stopping safely come into play.

Brakes are an extremely important, yet often overlooked system of drag

cars. Chances are you might not think of your braking performance until you’ve just tripped the lights after blast-ing through the 1320 and feel the ped-al fade after a couple pumps, all while the sand pit at the end of the track is closing in!

Obviously, this is not the time you want to start double thinking on your brake set up.

The fact is brakes should be a major concern to you since this is one system that improves your personal safety (and those around you).

Even if you have a fairly original muscle car you enjoy running brackets with on weekends, there are kits avail-able that bolt on to the stock spindles or axle housings with little or no modi-fications required.

SPEEDSFROM ALL

Words Todd Ryden

Brake upgrades for street/strip cars


There is just no excuse for mushy, fading brakes on any car from 14 sec-onds to 8 seconds!

Most of the cars that are romping the pits these days were equipped with discs up front and drums in the back. If you’re running in the 13s with four wheel drums, you need to upgrade at least the front brakes!

At higher speeds, drum brakes are inefficient due to their non-linear per-formance, which comes from the brake shoe lining being pulled into the drum surface. Plus the vehicle is much more prone to lock up as the weight of the vehicle transfers forward. Also, they are very inefficient at transferring the heat created between the shoes and drum surface making them very ineffective at higher speeds.

Disc systems offer improved cooling for better repeatability, lighter weight, and more efficient stopping perfor-mance, due to the effective clamping force as the pads clamp the rotor to slow the car.

Just like bolting on parts in a quest for power, there are offered compo-nents and systems, such as performance pads, braided hose and, in some cases, even fluid, that are designed to improve your factory system’s braking ability.

Brake components and upgrades should be based on the degree of perfor-mance that you plan to extract from your car. This is what you need to think about when you plan to upgrade your brake system, or really any other modification.

To better explain the nuances of brake systems for different applications, we went right to the experts for the an-swers. We took the belly button approach and used a first-gen F-car to illustrate three different race cars: a mild street/strip boulevard bruiser, a much more serious mid-10 second strip/street car and an all-out 8.50s small-tire outlaw car. Here’s what some of the pros had to say.

12-13-second street/strip car WilwoodWe’ll start with the familiar: a muscle car that generally sees street miles but occasionally gets to stretch its legs and knock off 12- to13-second runs. These generally will have drums in the rear and stock hardware (mostly discs) in the front.

If you’re running consistent 14-sec-ond passes, a properly functioning stock system will be sufficient. But chances are you’re going to try going faster and faster, so upgrading the brake system becomes more important. Also note that the stock front calipers only clamp from one side and are handling

up to 60 percent of the braking. Upgrading the drums is very important as they’re go-ing to fade with every stab at the pedal, but since this car is more of a street car than a race car, you’ll see most people upgrade the front discs, then the rear. (If we were talking about a primary race car, Wilwood recom-mended upgrad-ing the rear brakes to get the most braking effort to the slicks.)

We went to wil-wood.com and followed through the easy-to-nav-igate website to see what would best fit our first-gen Ca-maro example. At these speeds, the car is fairly stock so we wanted some-thing that would fit with 15-inch wheels. The best choice was their Forged Dy-nalite Pro Series (PN 140-10996).

This system retails well under $1,000 and is designed for a variety of driving applications for muscle cars and heavy drag cars. It features forged billet Dy-nalite calipers with their BP-10 Smart pads and vented iron rotors. The weight savings on the front alone can add up to 60 pounds. Calipers can be had in black, red, or polished.

The calipers are four-piston designs that generate high clamping force through stainless pistons that are con-sistently retracted on release through the use of square-faced seals. Another handy thing about these calipers are the four corner-bleed screws so instal-lation of the calipers on a custom in-stall is easier.

The hubs that are supplied are CNC machined for a precise fit on the stock spindle and are shipped complete with Grade 8 studs. The BP-10 Smart pads are designed to keep the dust down while responding quickly with low abrasion on the .81-inch x 11-inch iron rotor.

Although it may not be necessary at this point, Wilwood offers a similar rear kit to replace the factory drums. PN 140-2112 is designed for a Chevy 12-bolt with stock style C-Clip axles and is sup-plied with everything you need to make your muscle car stop like a sports car!

EXTRA TIP: Brake FluidOne of the most important aspects in a properly set up and maintained

racing brake system is the brake fluid. Hydraulic pressure is what makes your brakes operate, and maintaining the fluid in the system is important. Wil-wood pointed out that in this appli-cation, most DOT 3 fluids will suffice, but when you start talking about road racing where brakes are used exces-sively, a better fluid is required.

They offer a Hi-Temp racing Brake Fluid that has a 570-degree dry boiling point to withstand most racing applica-tions. This fluid also has a low viscosity allowing for easy bleeding and reducing aeration of the fluid.


Not only will your car stop much quick-er and con-sistent, but you will also be shaving a lot of weight. The average Pro-Street Kit weighs in at just 32 pounds ver-sus some stock systems that tip the scales upwards of 70 pounds. This weight savings is also removed from rotating mass. Also, if you’re do-ing away with the factory drums, the braking ability is already im-proved due to the even clamping force that results from their fixed-mount cal-iper system.

OTHER TIPS: Bed new rotors and padsNo, don’t sleep with your fresh rotors and brake pads under your pillow. The process of bedding the pads and rotors is important in maintaining a longer life as well as improved performance. With the new system in place, drive your car at a very low speed to ensure proper operation.

Once all is checked out, go out and make a series of hard stops (not locking up the brakes) from moder-ate speeds until you feel the brakes fade a little bit. Park the car and let the brakes cool completely (generally overnight) to complete the bedding process.

The idea with bedding in the rotor is to cycle the temperatures to relieve internal stresses that are left from the casting and cooling process during manufacturing. The purpose for bed-ding in the brake pads is it will ensure that small amounts of heat are intro-duced to the brake pad at a time.

The surface needs slow tempera-ture increases to help prepare the pad. Large amounts of heat all at one time can cause the brake pad rubbing surface to become somewhat lique-fied and coat the pad surface with a glaze resulting in reduced stopping performance.

Not allowing them to cool can cause glazing as well.

10-second strip/street car Aerospace Components Located in St. Petersburg, Florida, Aerospace Components has been producing racing brake systems and components for three decades. We asked their techs what they would rec-ommend for a 3,300-pound first-gen Camaro that runs mid 10 seconds. A car that runs in this time frame has probably morphed from a street car to a strip car and still may have many of the factory pieces in place, such as rear drums.

Drum brakes are notorious for in-consistency and fading, and if you’re in a car running 10s, it’s time to get with the program and step up for your own safety. Aerospace was quick to recom-mend its Pro-Street Kit.

The front set (PN AC-205VR) fea-tures billet aluminum four-piston cali-pers complemented with billet brackets for great strength and fit. The kit installs with Grade 8 hardware and mounts over an Aerospace .81-inch x 11.75-inch cast rotor fit to a billet hub. New bearings and seals are supplied and the hub is fit with 3-inch long 1/2-inch studs.

To finish off the rear end, the Pro-Street kit (PN AC-530VR) also fea-tures four-piston billet calipers and the same stout accessories, along with a cast vaned rotor that is 11.750-inches in diameter. They also pointed out that when you convert from drums to disc brakes, it is important to remove the factory residual pressure valve to pre-vent brake drag.

8.50-second car Mark Williams Enterprises For our last example — a 3,200-pound Camaro running in the mid-8.50 zone — we turned to the Colorado-based Mark Williams Enterprises. MW has always been about racing since it start-ed in the ’60s, building complete race cars chassis. As time progressed, it saw a need for better driveline components and introduced the first forged steel axle and other high end parts followed. Naturally, this evolved to include brake components.

The techs were quick to recom-mend a four-piston caliper at each corner for the most grip on the rotors as possible. MW offers front kits for factory style spindles as well as a vari-ety of other common spindle mounts, but to keep the tread width close to original, some spindles may require slight modification. A PN 75150 front kit and a PN 71250 for the rear was recommended.

The front rotors are 10.5-inch, while the rears are a beefier 11.75-inch diam-eter with custom 5/16-inch brackets supplied to secure each caliper. MW’s four-piston calipers feature 7/16-inch fasteners holding the halves together along with a bridge bolt to ensure su-

perior strength. There are internal flu-id ports machined in the caliper so no external lines are required.

OTHER TIPS: Brake Pedal Ratio and Master Cylinder To obtain the ideal brake line pressure, which MW recommends to reach 1,200 psi, you must consider the bore of the master cylinder.

As an example with four 4-piston calipers, a master cylinder with dual outlets and a 1 1/8-inch bore is recom-mended. You also need to consider the pedal ratio. This is the comparison of the location of the pedal itself to the contact point of the pushrod to the master cylinder, which is determined by measuring the distance from the pivot to the master cylinder pushrod and di-viding it by the distance from the pivot to the pedal.

To keep it simple, if the pedal is 7 inches long, the pushrod mounting should be 1 inch from the lever mount. There is a handy pedal ratio versus line pressure calculator at markwilliams.com. DRS

SOURCES: Aerospace Components, aerospacecomponets.com; Mark Williams Enterprises, Inc., markwilliams.com; Wilwood Engineering, wilwood.com

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The 1970s was a tough time for drag racing as the sport, which had ex-ploded the two previous decades,

began to feel the effects of safety regu-lations and an economic downturn. In a time when drag strips were closing around the country, the small town of Crossville, Tennessee, was proud to have a brand new drag strip just a few miles away. Now, nearly 40 years later, with tracks still closing around

the country, the drag strip in Cross-ville has received a breath of fresh air, thanks to new owners with a fresh out-look on its future.

First known as Crossville Dragstrip, the 1/8th-mile track hosted its first race (an IHRA points race) on April 22-23, 1978. It was certainly a strong start for this small town track, and it led to many other big races through-out the track’s history.

Folks came from all around to race at Crossville, and the popularity of the track also inspired local car guys to build drag cars to join the fun. By 1987, the track changed ownership and the name changed to Cumberland Raceway Park. It continued to run as an IHRA track, hosting points races, as well as a weekly program.

Fast forward to 1991, when Jim and Bunny Howe purchased the track and

TRACK SPOTLIGHTCROSSVILLE DRAGWAY

Major improvements and a new identity for this east Tennessee dragstrip


renamed it I-40 Dragway, due to the visi-bility of the track from Interstate 40. The Howe’s ran the track and continued the IHRA sanction, along with a number of special events, such as Funny Car match races, Quick 8 races, and Pro Modified races. The track also entered the World of Outlaw street car racing with a month-ly series called the Bounty Race.

When 2014 rolled around, the Howe’s were ready to retire and put the

track and adjacent property up for sale. On Aug. 6, 2015, the track property was purchased by Nick Bresaw of Crossville, Tennessee, and Tommy Fitzgerald, Jr. of Byrdstown, Tennessee. If the name Nick Bresaw rings a bell, it’s because he’s been drag racing since 1985 and currently has two dragsters and a ’63 Corvette roadster drag car.

The new owners wanted to revital-ize the track and, in turn, revitalize the

local drag racing scene with a great place to race. Since buying the track, a tremendous amount of work has been completed, but they still have quite a bit of work to be ready for the 2016 rac-ing season.

By the time construction is com-plete, the new and improved Crossville Dragway will have 800 feet of freshly poured concrete, which is now 10 feet wider. The steel guardrails have been

Words Tommy Lee Byrd / Photos Crossville Dragway

The date was April 22, 1978, as Troy Byrd waits for his class to be called to the lanes. This photo was taken at Crossville Dragway (then known as Crossville Dragstrip) during its inaugural race, which happened to be an IHRA points race.


removed, and poured concrete bar-riers are now in place for a huge up-grade in safety. These improvements alone would be enough to encour-age local racers to wipe the dust off of their drag car and have some fun, but Nick and crew didn’t stop there.

The timing tower, which had been standing since 1978, was torn down due to age and damage, and a new two-story tower is being built to replace it. New restrooms, new concession stands and addition-al seating are also included in the long list of improvements. Nick said the track will have a brand new timing system, as well as LED score boards.

In terms of the proposed rac-ing program, Nick tells us the track will have a weekly bracket racing program on Saturdays, fea-turing Super Pro, Pro (no box), Sportsman, Motorcycles, and Jr. Dragsters. Racers in the weekly program will have the option to be in the points program with a year-end reward for performance.

Nick and crew are also discussing the possibility of a monthly index race, as the Southeast has a multitude of 4.70, 6.0, and 7.0 1/8th-mile index cars. The

After several ownership and name changes the track was stable for many years under the management of Jim and Bunny Howe. The track operated under IHRA sanctioning, and drew quite a crowd for many years.

In August 2015, the 1/8th-mile drag strip changed hands again, as Nick Bresaw and Tommy Fitz-gerald Jr. struck a deal with the Howes to buy the track and the adjacent property. The first step was to resurface the track and rebuild most of the buildings, including the timing tower, which is seen here after demolition.


In the last few years of its I-40 Dragway identity, the track’s condition slowly worsened, but it continued to serve as a destination for local racers. By 2014, the Howes decided to retire and sell the property.

track will be open Friday nights for test and tune throughout the racing season.

With so much talk about street rac-ing and “no prep” racing, the owners at Crossville Dragway want to offer car enthusiasts a safe and fun place to race.

“We want a place that young (as well as older) drivers can get their start and

fall in love with the sport like we did,” Nick says.

The new owners have a great plan that is already causing a big buzz in the local racing community, as racers prepare to test out the new track as soon as it opens the gates. With a pro-jected opening date of May 2016, the

owners realize construction timeline issues can cause some major hurdles. Nick and crew urge racers and specta-tors to stay tuned to crossvilledragway.com, as well as the Crossville Dragway Facebook page, for updates regard-ing the construction progress and the 2016 schedule. DRS

Here, you can see the new concrete racing surface, which extends from the burnout box to past the finish line and measures 10 feet wider than the previous configuration. The new owners also removed the steel guard rails and replaced them with poured concrete walls.

Other improvements include a huge expansion of the pits and parking areas. A creek runs alongside the track, so space is limited, but the new owners plan to offer much more room than the track’s previous configuration.


In air combat tactics, pilots are taught Situational Aware-ness. You need to know everything that is swirling around you if you want to stay alive in a dogfight. In the two-lane

combat called bracket racing, that means keeping track of all the variables — including the weather — and knowing that these changes have a big effect on taking the stripe.

Technology offers a way to measure these changes and then use the numbers to predict performance on the track. But to do this properly, we need to know exactly how power is affected by the air our engines breathe. To do that, we need to run through a short course in meteorology put into drag racing terms.

Our planet is blessed with an atmosphere consisting of roughly 78 percent nitrogen, 21 percent oxygen, and a pile of other gases for the remaining 1 percent. The variables of weather that affect engine performance can be simply grouped as pressure, temperature, and humidity.

While air is light, it still has mass, and its weight creates pressure. Imagine you were standing right on the beach in

Hawaii or New Jersey (your choice) next to a clear plastic cyl-inder with its opening all the way at the top of the exosphere, roughly 6,200 miles above sea level. Place a pressure gauge at the bottom of that cylinder and the air mass creates 14.7 pounds per square inch (psi) of pressure. Place that cylinder on the top of a 5,000-foot mountain and the pressure will be much lower because that column of air is 5,000 feet shorter.

Before we move to temperature, it’s important to know about “corrected” barometric pressure. Did you know the TV weatherman lies? The barometer reading is really corrected for altitude. Denver, for example, is at 5,000 feet above sea level, which on a nice day makes the uncorrected pressure roughly around 23.50 in. Hg. A similar day in Los Angeles would be closer to 29.80 in. Hg — a huge but accurate differ-ence. To avoid confusion, the Weather Service corrects the barometer reading for altitude so you have an idea of relative weather in different cities regardless of the altitude. Never use corrected numbers to calculate actual density altitude. Always use what is called uncorrected station pressure. If you need

SNIFFING THE

How to test the air and make your bracket racer more consistent


an accurate reading, call your nearest airport and ask for the altimeter-uncorrected station pressure. Ask for the altimeter in inches, which is the uncorrected station pressure. They may also ask you for a tail number, so be prepared.

All drag racers know that an engine makes more power with cooler air temperature. That’s because hot air contains less oxygen per cubic foot than cold air, a result of hot air hav-ing more absorbed energy and placing greater area between the air molecules. Conversely, cold air has less absorbed ener-gy, making it denser with less space between those important little molecules. It’s this density that improves the amount of oxygen in a cubic foot of air. This leaves us with just one more variable — water.

Humidity is vaporized water mixed in the air and is most often expressed as a percentage of the total amount of water in the air. Warm air can contain more water vapor than cold air. Often you will see humidity expressed as vapor pressure in inches of mercury or in/Hg. As humidity increases, it dis-places a given amount of air molecules. According to most racers, a small amount of water in the air is good for power, but above perhaps 15 to 20 percent, water begins to displace

oxygen and power suffers. The effect of the combination of all three of these variables is quite complex. The best way to manage this is to bundle all three into one simple number referred to as density altitude.

Density AltitudePerhaps you’ve seen an air density gauge. This little device measures temperature and atmospheric pressure and ex-presses the air density as a percentage, like 90 percent. You can still purchase these gauges, but they don’t tell the whole story. The problem is this gauge doesn’t take vapor pressure into consideration.

The smart move is to work with Density Altitude. This orig-inated with the aviation community, but they don’t also take into account vapor pressure. The motorsports community is a bit more desirous about the accuracy of this number so by

Words / Photos Jeff Smith

This is Altronics’ basic air quality computer. It measures temperature, pressure, and humidity, and then calculates the density altitude (DA). More sophisticated meters also measure oxygen content and include wind speed with a device called an anemometer.

These are close-up photos of the PerformAire display. As you can see, this would not be a good day for racing because despite our 900-foot altitude, the baro is low at only 28.76 — normally it would be right around 29.80. The temperature is chilly a 67.1 degrees F, and the hu-midity is nearly 61 percent. All this produces a DA of 2,374 feet.


combining the three critical factors, a simple calculator can produce a density altitude expressed in feet above sea level. But before we jump into that, we must first define density altitude’s ground zero. This is called standard temperature and pressure (STP — but not that viscous stuff that comes in a can). Standard temperature and pressure uses the values of 14.7 psi (standard pressure at sea level 29.92 in/Hg), 60 de-grees F air temperature, and zero vapor pressure. That’s the definition of STP.

This is also the original standard for establishing a correc-tion factor for dyno testing. This standard allows us to com-pare engines tested on different days by correcting to our STP standard. Because it’s obvious that atmospheric conditions change daily and sometimes hourly, by correcting observed power to the STP standard, we can accurately compare en-gine output by eliminating altitude and weather as a variable.

Moving back to the drag strip, using an accurate weather station calculator like the ones built by Altronics, you can use this tool to measure the pressure, temperature, and vapor pressure of the track right before the run and record those conditions as a density altitude reading. A higher DA means there is less oxygen to support horsepower and likely the car will run slower. With a lower DA number, the air is denser, making it possible to make more power which usually results in a quicker ET and higher trap speed.

By using the DA reference, all you have to know is how your car reacts to a change in altitude based on your car’s history. To put this in perspective on how crucial this infor-mation can become, Altronics states, “On average, a 1-degree change in temperature, a 0.1-in.Hg change in pressure, a 10-percent change in humidity, or a 0.1-percent change in oxygen can be more than a 100 foot change in altitude.”

Since weather changes nearly constantly, the good bracket racers religiously record the DA number for each pass along with all the interim numbers as well as the final ET and speed. You can either do this manually in a log book or input this into a computer and use software to track this data. This way, after a few months of running the car, you will begin to see a pattern form in terms of how your car responds to atmo-spheric changes.

Kevin McClelland has been an accomplished bracket racer for nearly 40 years. His day job is Director of OEM Business at K&N, but when he’s not doing the corporate thing, you can find him nearly every other weekend at the track. Auto Club

Dragway in Fontana, California, is his home track, and he now runs either a 524c.i. big-block Chevy-powered 9.90 Super Gas roadster or his LS3-powered, low-10-second ’80 Malibu wag-on. He’s done his fair share of winning with four NHRA Su-per Gas Wallys (including bookend Pomona victories at the Winternationals and the NHRA Finals) and three Super Pro track championships at Sears Point and Fontana.

“DA is an interesting topic,” McClelland told us. “The low-er the power of the vehicle, the more the DA affects the on-track performance. I’ve heard of numbers as high as 600- to a 1,000-foot DA change to move a Pro Stock car .01-second on the track. As for my bracket cars like the wagon or roadster on pump gas, it’s in the 300- to 400-foot (DA) range. This is when you run the cars wide open.”

“But with a throttle stop,” McClelland continued, “like on my big-block roadster, the power drops down to around 300 hp when the stop is restricting the flow. When I run Super Gas, I use 150-foot change in DA, which equals a hundredth (0.01)-second change in on-track performance. The wagon with the smaller 6.2L engine comes in at 100-foot per hun-dredth-of-a-second change. These are ratios that I’ve proven from over 10 years with the roadster and with the wagon for about 2 years. What is very interesting is that you’re on “down power” for approximately 32 percent of a 9.90-second run and it affects the performance this much. When you run wide open, there’s much less change.”

“With tracks like Fontana, I don’t use the weather station to predict the performance during the day,” McClelland says. “The wind has much more influence on the ET and mph than the changes in atmosphere. I’ll look at the weather at the beginning of the day and get a reference to what I would expect for performance. Then I’ll also give it a look as we come to the end of the day and the weather may be moving back to more like the morning performance. I will record the weather at the end of each run in my log book for good record keeping, and it gives me a good reference to weather changes through the year.”

But that doesn’t mean it always works that way. A monster example was McClelland’s 2013 NHRA Pacific SPORTS na-tionals win in Las Vegas. Weather always seems to be tricky in the desert, but at this race McClelland faced huge changes in the barometer, as well as wind and even some rain, to make it a challenge.

“The barometer changed tremendously from the third round on and just between fourth and fifth round, the DA

This is an old style barometer that some racers on a budget might be tempted to use. The problem is that it is altitude sensitive so if you race at various altitude tracks, the readings will be far from consistent. Plus, it’s just not accurate.

Humidity or vapor pressure can be measured in the old school fashion with what is called a sling psychrometer. This is two thermometers mounted side by side. The wet bulb thermometer is covered with a small wad of wet cloth and then the pair is rotated rapidly for a minute to evaporate the water from the cloth, which cools the wet bulb ther-mometer. The difference in temperature can be plotted on a curve to determine the relative humidity.


dropped almost a thousand feet, and that happened within 30 minutes,” McClelland said.

This was after dealing with a huge tail wind in the first cou-ple of rounds and rain that delayed the end of the race until well into the evening.

In the final, McClelland had to take both the huge change in DA into account in order to estimate how much he needed to put into the throttle stop to hit his NHRA-adjusted 10.05 index. To make matters worse, he said, “There was also the wind. It switched every round from side to head to tail in big

swings. That was some seat of the pants racing for sure. You can adjust to the best of your ability, then you have to drive your *ss off at the finish line.”

All this reveals just how critical good records and accu-rate weather station data is – well and maybe a bit of finish line luck doesn’t hurt either! But as racer Johnnie Ruther-ford once said “Luck is where preparation meets opportuni-ty.” And that preparation had better include keeping a close eye on the density altitude. DRSSource: Altronics; altronics.com

In the pits, place the weather station in the shade but someplace at eye level where the heat from the asphalt does not affect the tempera-ture. Optional wind anemometers are also helpful and obviously need unfettered access to track breezes. If nothing else, keep an eye on those track flags to tell you what’s happening.

A big-block Super Comp dragster like this one is not going to require constant jet changes to be competitive once the tuner has established a jetting combination the engine prefers. Changes in the DA can then be accommodated by adjusting the throttle stop. The quicker and faster the car, the less sensitive it is to changes in DA. That’s one reason for the move to ever-faster bracket cars.

Photo by Auto ImageryThis is Kevin McClelland’s Super Gas roadster in the final round at Las Vegas in 2013 after struggling with drastically changing weather conditions. He wins because he pays attention to all the variables that affect the performance of his car. Plus, it helps to be able to cut a light!


Finding success in drag racing is a balance of horsepower, traction, and reaction time. While some-

thing like reaction time may be a nat-ural talent or an acquired skill, there are some ways racers experiment with the car’s setup to make it react quicker or slower to dial in the perfect launch.

Tires are a big part of a racer’s success, as the first 60 feet of the track are the most crucial, in terms of consistency.

Phoenix Race Tires, a small com-pany among giants in the tire indus-try, offers great options for drag racers who are seeking consistency, whether they’re behind the wheel of a Super Stocker, a bracket dragster, or a week-end warrior door car.

For a little background on the com-pany, we went to Coker Tire, the parent company of Phoenix Race Tires.

The VP of Performance Brands is Mike Crutchfield, an accomplished drag racer who has won his share of races in NHRA Super Stock. In fact, he claimed the NHRA Division 2 Super Stock cham-pionship in 2014 driving his small-block powered Pontiac. Of course, Crutchfield relies on Phoenix slicks to put the pow-er to the ground, and his excellent per-formance has encouraged even more sportsman racers to make the switch through the years. Mike has been with the company since 2008 when Coker Tire bought the race tire company.

When Phoenix was first formed in the mid-90s, its developers bought out

a large quantity of discontinued Fires-tone Firehawk molds, when Firestone stepped away from drag racing altogeth-er to focus on other forms of racing. Forty years of experience in tire tech-nology gave Firestone the edge on the competition, and Phoenix is following closely in its footsteps.

Phoenix still uses the original molds for its tires to this day, but several things have changed — and not just the name on the sidewall.

Since the ownership change in 2008, the company has introduced a number of great new products, and the development team has worked hard to refine the all-time favorites. The most exciting new products have been slicks with radial construction. They have

HOOKED ON

A small fish in a big sea, Phoenix Race Tires delivers premium slicks for sportsman racers

Words / Photos Tommy Lee Byrd


been overwhelmingly successful due to the reduced rolling resistance and less “growing” on the top end.

The NHRA Stock Eliminator class typically runs a 9-inch wide slick, and the Phoenix F9 compound 9.0/30.0-15 radial is a heavy hitter in the class. Mike also notes the popularity of the 13.6/32.0-15 radial for Super Stockers. Car setup is crucial to taking advantage of the radial construction, as the tires tend to absorb less of the impact from the launch than a typical bias ply slick.

Since Phoenix Race Tires are made from modified and refined Firestone molds and compounds, the tires are popular with loyal drag racers who re-lied on Firestone slicks in the good old days. Many nostalgia super stock racers,

especially those with leaf-spring Mopars, prefer Phoenix.

The company even offers an old-school 7.75-15 front runner, which is taller and wider than most convention-al front runners, coming in at 28.3 inch-es tall and 8 inches wide when mounted to a 15x4-inch wheel. Other sizes, in-cluding a new 4.5/27.0-17 front runner tire, offer DOT approval for street use, which has opened the door to street/strip cars of all generations.

Although Phoenix Race Tires is the

underdog, in terms of company size, compared to other race tire giants, it continues to serve its customers with high quality racing tires for all sorts of drag racing applications.

Phoenix tires are available directly through Coker Tire, or other reputa-ble vendors such as Summit Racing and Jegs. Check them out on the Internet at cokertire.com/phoenix, or you can call the racer hotline at 1.866.513.2743 to speak directly to Mike Crutchfield. DRSSource: Phoenix Race Tires, cokertire.com/phoenix

Running the tried and true Phoenix 14.0/32.0-15 slick, Mike is covered in the traction depart-ment. Many of the Super Stock racers have made the switch to radial slicks for a slight edge on the competition.

Mike Crutchfield stands in the Phoenix Race Tires warehouse in Chattanooga, Tennessee. The Phoenix product line is one of the many brands under the Coker Tire umbrella.

The newest product from Phoenix Race Tires is a new front runner, sized at 4.5/27.0-17. This DOT-approved front runner tire is intended for street/strip cars requiring 17-inch wheels for brake clearance.

One of the most popular tires in the product line is the 14.5/32.0-15 radial shown here. What looks

like a standard bias ply slick actually features radial construction, which absorbs the launch a little

differently than a bias ply slick.


If you ever hear anyone say the mid-60s was the golden age of the muscle car, put them back in their rockers and let them nod on off to sleep. That’s because modern mus-

cle machines are tearing up the tracks today — we don’t mean supercars like the Corvette ZO6, SRT Hellcat, or Shel-by GT350R. We’re talking about Camaros, Challengers and Mustangs — and they’re all faster than the law allows!

Purpose-built stockers such as these used to be the scourge of Stock and Super Stock eliminator. Limited production lightweights once gave way to Factory Experimental and then Funny Cars before Detroit finally turned its attention to what

everyday fans could relate to in the late ’60s. Hemi ‘Cudas, Cobra Jet Mustangs, and COPO Camaros became household names, brought fans to their feet, and then helped sell cars off the showroom floor.

All of that gradually slipped away with gas shortages, tighter insurance regulations, and time, but the memo-ries didn’t. Then, not many years ago, Detroit regained its muscle image as it began building a handful of facto-ry-built cars just for drag racing. Pro Stock evolved from where these Factory Stock Showdown cars are now, but at a much lower cost.

These stockers take us back to what Pro Stock used to be

FASTERTHAN THE LAW ALLOWS


The popularity and attention these cars received has steadi-ly grown within the National Hot Rod Association (NHRA). Soon, a limited Factory Stock Showdown became a race-with-in-a-race at several events. Recognizing the potential, other sanctioning bodies followed suit. In 2016, the National Muscle Car Association (NMCA) will run its own Factory Super Car series at selected events as well.

The following is a brief overview of the cars and where they’ve been. As far as where they’re going is concerned, how-ever, rest assured that their star will only continue to shine brighter.

Chevrolet COPO CamaroWhen Chevrolet announced the 2012 COPO (Central Office Production Order) Camaro, the legacy of one of the most famous Chevy muscle cars was brought to a new generation. Boasting 435 hp and an available 4-speed transmission, it be-came an icon of its time. Chevrolet has honored that mem-ory by limiting production of the modern COPO Camaro to just 69 units each year since.

Built specifically for NHRA Stock and Super Stock racing, the new 2016 sixth-generation Camaro will be lighter, stron-ger, and more aerodynamic than the previous generation, produced from 2010–15. Buyers can choose between a su-percharged LS 350 (5.7L), Naturally Aspirated 427 (7.0L), or an all new LT 376 (6,2L) engine, all of which fit in a variety of classes.

The cars still come with all of the performance and safe-ty goodies needed for any car running as quick as an 8.50 in the quarter mile. An added special touch for 2016 will be the Courtney Force inspired graphics, which sets this apart from the fifth-gen COPO Camaros. Even though these cars aren’t legal for the street, the staying power and public appeal has resulted in an overwhelming demand. A reported 5,500 pro-spective buyers were lined up to get a chance at one of the 69 cars produced.

It’s been reported than only half of the owners actually race these cars, while the others keep them as collectibles. Makes sense, as the first 2016 COPO Camaro was sold at Bar-rett-Jackson this year for a cool $300,000.

Dodge Challenger Drag PakWith the introduction of 426 Hemi-powered Darts and

Barracudas, Mopar changed drag racing history, as these cars were among the most exciting stockers on the track. Near-ly 40 years later, Dodge brought back that thrill when it in-troduced the Dodge Challenger Drag Racing package at the 2007 SEMA show.

The response was nothing short of phenomenal. After being yanked from production, these race-only Challeng-ers got a lightweight composite hood, NHRA-approved roll cage, frame connectors, safety belts, window nets, light-weight race seats, and a full complement of gauges. Miss-ing from these cars were items like wipers, heaters, air conditioning, power steering, or a rear seat. But no one felt short-changed.

Words / Photos by Rod Short

Victor Cagnazzi’s 2015 COPO Camaro finished 2015 at Pomona, where he qualified with a 9.92, 1.025 seconds under the FS/E 10.95 index. That number placed him 8th in overall qualifying out of 82 entries.

Jeff Strickland was the overall Stock Eliminator winner at Joliet in this FS/E Camaro when he ran a 10.478 at 120.29 over Britt Cummings. Strickland finished 17th overall over a field of 1,125 other Stock elimi-nator driver earning points in 2015.


What the drivers really wanted was an all-aluminum, race-prepped 426 Gen III Hemi. Other versions of the Drag Pak came with a supercharged 354c.i, but the real-ly big news came in 2011 with the announcement that a massive 512c.i V-10 would become available with the Drag Pak package.

Of course, all those goodies mean nothing if you can’t win. Kevin Helms won the first ever national title for a modern factory racer car when he was crowned the Stock Eliminator champ. Driving a Jeff Teuton-owned 2009 Challenger Drag Pak, Helms dominated the category with multiple event wins on the way to his 2015 series title.

Late model muscle cars such as this Procharger-equipped SRT8 Challenger have always been a favorite in NMCA’s EFI class, but many are looking forward to the new Holley EFI Factory Super Car category which will debut this year.

When J.C. Beattie Jr. isn’t running ATI Performance Products, you might see him out in a factory racer like this 2010 Challenger. Beattie has run in NHRA Stock eliminator as well as in NMCA, but just recently switch over to a new 2015 COPO Camaro.


Ford Mustang Cobra JetIt was a marketer’s dream come true when history repeated itself with the Mustang Cobra Jet. Al Joniec won the 1968 NHRA Winternationals with a first-gen Mustang CJ. In 2009, John Calvert repeated that feat in his A/Stock 2008 Mustang — with his car carrying the same livery as Joniec’s original car. Jeff Roell of Danbury, Connecticut, added to this car’s legacy when he won last year’s U.S. Nationals with his FSS/G 2010 Cobra Jet.

Ford originally built just 50 Mustang Cobra Jets back in 1968 and continued that tradition with 50 additional cars in 2010, 2012, 2013, and then 2014. At last year’s SEMA show, Ford announced that 50 units would be built. With a MSRP

of just under $100,000, the 2016 models were built with a new four-link rear suspension and electric water pump. Designat-ed as strictly race cars, none were produced with a VIN num-ber. Twenty-five were made in Oxford White, while the other half came in Deep Impact Blue.

With each car featuring a race-prepped chassis, Strange 9-inch rear, and all the other assorted goodies that make this a true drag car, most people gawk at what’s under the hood than anything else. There, an aluminum 5.0-litre Coyote V-8 resides with a Whipple supercharger on top. Unofficially rat-ed at 1,000 hp, it’s matched to a Ford 3-speed automatic. Even with these numbers, each Cobra Jet engine is made up of 75 percent of production Mustang GT parts. DRS

Several racers have paid tribute to some of drag racing’s early superstars, like Don Fezell did here with his F/SA Daddy Warbucks II Cobra Jet paying homage to former Ford racer Phil Bonner.

Gary Richard of Bayshore, New York, was behind the wheel of this colorful 2013 Mustang at the Cobra Jet Showdown at an NMRA event in Milan, Michigan. Usually found in NHRA’s FSS/G, Richard has been known to run deep into the 8-second range.


To be cliché, timing is everything. When timing an explo-sion that drives a piston, the risk of damage increases as it moves away from the optimum moment. Even a little

inconsistency at high rpm can throw the entire combustion process off, lowering horsepower, and hurting parts.

Traditional distributor ignition systems offer many places for these inconsistencies to occur. The pistons are directly connected to the crank, so their relationship shouldn’t change. However, the crank turns the camshaft with a timing chain that stretches and gears that wear. Since it’s spun by that chain on one end, the camshaft itself can twist, or deflect, at high rpm — especially when paired with strong valve springs.

The cam gear has to be properly degreed to optimize tim-ing events, and wear in the distributor gear can cause lash problems. The movement of the spindly distributor shaft is yet another potential weak point, and lastly, the rotor inside the distributor is subject to spark scatter. All of this can occur while trying to ignite a spark at a very precise instant in order to push a piston down and make horsepower.

While many production engines and moderate street en-gines are not vastly affected by these minor inconsistencies, timing quality, which can jump around as much as five de-grees, becomes increasingly important the higher up the horsepower and rpm ladder we climb. Those engines with high compression, that spin in excess of 7000 rpm, that are nitrous-assisted, or use forced induction require extremely precise timing events to avoid misfires and/or detonation.

The obvious place to begin triggering the ignition is on the crank. Though it’s not a new concept, high performance crank-triggered technology in pro racing has trickled into the

As the tab passes by the sensor it comes within the magnet’s field, which then closes the circuit in the Hall Effect sensor. The magnetic field collapses when the tab passes and the circuit breaks.

OEM manufacturers, and today’s distributorless ignitions are now all crank-driven.

Within this realm of crank-triggered ignitions, there are two popular options. One method called the “flying magnet” principle uses rare earth magnets embedded into a trigger wheel on the harmonic balancer. A stationary sensor on the perimeter of the wheel detects when the magnets pass and tells the coil to spark.

While this is a proven method, there are a few variables. First, there is a potential for the magnets to fly off the pick-up wheel, especially in high-rpm applications. They are often epoxied into place and over time, vibration, and centrifugal

Crank-triggered ignitions offer better spark for higher horsepower

HAPPYTRIGGERWords / Photos Brandon Flannery


force will push them out. Secondly, magnetic sensors pro-duce an alternating current signal, which varies in voltage with speed, producing a much lower voltage during cranking and at low rpm. The bell-shaped sine wave signal they produce is effective, but not the most effective. Lastly, these systems are susceptible to EMI/RFI interference, and noise, and often re-quire the sensor wires to be run along the block and chassis to use them as a grounding plate.

The crank-triggered ignition system from FAST uses the better option. It relies on Hall Effect sensors for extremely ac-curate signals. The Hall Effect sensors are preferred because they are not susceptible to EMI/RFI interference, and their digital, square-wave signal is consistent, regardless of rpm. Most OEM manufacturers use this method to trigger their EFI and ignition systems, due to their simplicity and reliability.

Hall Effect sensors are sometimes referred to as “switch-es” instead of sensors because of their on-off “digital” voltage signal that goes from nearly zero to full voltage and back in a square-wave output signal. Unlike the magnetic-style, they

simply use an air gap between a tab on the signal wheel and a stationary sensor mounted on the engine block. This gap dis-rupts the magnetic field around the silicone chip and “switch-es” the current on or off. The compact sensor is hermetically sealed for durability and features a molded plug to withstand the harshest environments.

The crank sensor is mounted on a sliding bracket, and now does the task that turning the distributor once did. The tim-ing is adjusted by sliding the sensor along the slotted bracket. The distributor’s advance-feature is then locked out or dis-abled, and it assumes the role of simply distributing spark once it’s properly phased.

The result is an extremely stable timing event that will opti-mize the performance of even the most demanding precisely tuned engines. They are currently available for big- and small-block Chevy, and small-block Ford applications. DRSSource: FAST, fuelairspark.com

The mounting bracketry tucks in tight against the block and clears items like the cooling hoses and pulley accessories.

The FAST Crank Trigger Ignition kit comes with everything seen here, plus all mounting bolts and hardware.

Hall Effect 101Hall effect switches produce a digital output to indicate the presence of a magnetic field. They drive this output “active” when a certain magnetic strength, also known as the “operate point,” is reached. When the magnetic field drops below a cer-tain strength, the “release point” is reached.

Gear tooth Hall effect sensors have a magnet near the sensor that’s placed close to the outer edge of a rotating gear. As each of the gear’s teeth passes close to the sensor, it affects the mag-netic field between the magnet and Hall effect sensor, causing an output pulse to be generated. They are extremely accurate.

CRANKSHAFT POSITION SENSOR WAVEFORMSHall Effect crank sensor

5 volts

0 volts

Amplitude remains constant, but frequency increases with engine rpm.

Magnetic crank sensor

+5 volts

-5 volts

0 volts

Amplitude and frequency increases with engine rpm.


Sometime last century, engine builder Jon Kaase declared that for every 1/10th change in baro-

metric pressure, engine output is af-fected by around 10 hp. The adage changed the approach to clutch ad-justments, and adept crew chiefs have since followed the rule.

It’s no secret that the contemporary racing clutch has morphed into a sig-nificant piece of engineering. Contin-ual increases in engine power output, ongoing trends in tire technology, ni-trous-oxide developments, and better forced-induction systems are all respon-sible for extensive reforms in clutch de-sign and application.

Single-disc, street-type clutches gave way to multiple-disc units, while at the same time, clutch friction materials en-dured numerous upgrades and chang-es. Evolution ensures few customs re-main constant for long.

This being the case, we thought it would be useful to shed some light on just how these clutches operate in the intense arena of drag racing — partic-

ularly the unbridled world of Pro Ex-treme, Pro Nitrous, and Pro Mod. To gain further insight, we contacted Ram Clutches of Columbia, South Caroli-na, who prepare the clutch systems for many of today’s top racers.

In the 1970s, Ram Clutches de-signed and patented the competition paddle-style clutch, and later the ure-thane-encapsulated clutch spring, a creation that strengthened competition clutch springs by a factor of four.

In an interview with Pat Norcia, who co-owns Ram Clutches with his brother Mike, he revealed many of the tuning secrets used to keep the company at the pinnacle of competition clutch develop-ment. Importantly, many of these tech-niques can be applied to most forms of drag racing clutches.

Fundamentals of the racing clutch“The multi-disc racing clutch systems used in Pro Mod, Pro Nitrous, and IHRA Pro Stock have two adjustments: Base pressure and centrifugal pres-sure,” Norcia says.

Base pressure or static pressure is a fixed pressure (a constant pressure on the clutch springs) that is adjusted by an Allen-head screw on top of each spring.

“The centrifugal pressure or coun-terweight is applied by the weight of a series of small bolts, nuts, and one-gram washers mounted on the clutch fingers,” Norcia adds. “Pro Nitrous cars, for example, leave the starting line at around 5000 rpm. As the engine speed increases to the shift point — typical-ly around 8000 rpm — the centrifugal force increases the clutch’s clamping pressure, thereby allowing the clutch to carry the load placed on it with each subsequent gear change.

“The clutch disc friction material is constructed of sintered iron. This sin-tered product consists of a powdered mix of several different metals. It is placed onto a steel carrier and then baked in a furnace, which bonds it to the carrier. Sintered-iron materials were first used in the 1960s in Top Fuel and Funny Car applications.”

FINETUNINGTips to tune a clutch for competition

Words / Photos Sam Moore


In those formative years, Pro Stock cars were still using an organic friction material, similar to that used in street cars, though with stronger pressure plates. In due course, they progressed to metallic friction discs and thereafter to carbon fiber materials before finally graduating to sintered-iron discs in the late 1980s and early ’90s.

“Unlike earlier friction materials that distorted and became unstable due to clutch slippage, the sintered iron com-position used today is designed to wear the friction material with minimal dam-age to the mating surfaces of the pres-

Pro Stock engines transmit their power via a pressure plate (shown on left), two 10-inch clutch plates with sintered linings, and a floater plate that resides between the clutch plates.

Base pressure is a fixed clamping load that is applied by an Allen key to the top of each clutch spring. Once the gearing is selected, the necessary base pressure and centrifugal weight on the clutch’s pressure plate can be determined.

Centrifugal pressure is a variable clamping load applied by engine speed and the weight of a series of small bolts, nuts, and one-gram washers mounted on the clutch fingers.

Ram Clutch’s Pat Norcia has hardly missed a na-tional event since his school days. An intelligent deep-thinking man, Norcia’s technical ability has brought success to dozens of race teams.


sure plate and flywheel,” Norcia says. “Other than superficial discoloration, today’s sintered materials remain flat and stable, allowing them to be trued and resurfaced by removing only a few thousandths of an inch of material.

“Friction discs generally have a life span of approximately 20 runs in these applications. In common with other components in drag racing, the clutch assembly is serviced after every run. Servicing includes refurbishing the pressure plate, clutch discs, and floater plate(s), all of which are re-moved and resurfaced. The pressure plate and floater(s) are trued using ei-ther a flywheel grinder or belt sander. The clutch discs are trued with a dia-mond-tipped cutter which cleans up the face of the disc.”

Setup and tuningThe starting point, he notes, is that crew chiefs begin by reviewing data from past runs, comparing different setups for similar weather and track conditions.

“The crew chief will normally start by correcting the run to sea level con-

ditions, in order to evaluate the per-formance relative to previous passes,” Norcia says. “Since running at sea level conditions is rare, a prescribed correc-tion factor is used that gives the team a baseline from which to work.

“Knowledge of atmospheric condi-tions, track condition, and surface tem-perature allows the crew chief to make the calculations necessary for select-ing the rear-end gear ratio, transmis-sion gear ratio, and tire size. Once the gearing is selected, the necessary base pressure and centrifugal weight on the clutch’s pressure plate can be deter-mined. These adjustments control en-gine acceleration and provide optimum traction for the race car.

“Atmospheric conditions are deter-mined by the temperature, humidity, and barometric pressure. These condi-tions are then converted into a density altitude reading (concluding the num-ber of feet above sea level) and a cor-rection factor. The correction factor is based on a numeric value of 1.000 for ideal sea level conditions.”

But what if the correction factor de-teriorates?

“Lower gearing will be required,” Norcia says. “That is gearing with a higher numerical value to accelerate the car due to the engine producing less horsepower. When you increase the gearing numerically — say from a 2.30:1 first gear to a 2.40:1 first gear — less clutch pressure is required to clamp the pressure plate. Conversely, when you decrease the gear ratio, to say a 2.20:1 first gear, more clutch pressure is required. Understanding the weather and how it affects the engine horsepow-er is essential.”

As mentioned earlier, Jon Kaase’s venerable formula for barometric pres-sure and its effect on horsepower still applies. For example, if the barometric reading falls from 30.0 to 29.0, the en-gine will lose around 100 hp. And be-cause the chassis and gearing are so sen-sitive, and thus receptive to tuning, it is critical that adjustments are made to correct even small changes — as mini-mal as 10 or 15 hp.

“Track temperature is the other vari-able that must be considered when de-termining how much clutch pressure — base and centrifugal — will be re-

Sintered iron is a powdered mix of different metals bonded to the steel clutch plate and then baked in a furnace.

Beefed-up production pressure plates served the Pro Stockers before the universal use of multi-disc racing clutches.

In the early ’70s, Ram introduced and patented the paddle disc. It functioned with metallic friction pads, which were later superseded by carbon fiber materials and, finally, by the sintered iron discs of today.

Until the late80s, Pro stock cars used organic friction material similar to that used in today’s street cars. For street-strip vehicles, note Ram’s ure-thane encapsulated springs, providing four times increased clutch power.


Racing clutch assemblies are serviced after every run. The pressure plate and floater plate(s) are removed and resurfaced, using either a flywheel grinder or belt sander.

An inspection window at the upper right side of the bellhousing allows crew members access to make final changes to the base pressure and to the centrifugal pressure on the clutch.

The discs are resurfaced and trued with a diamond-tipped cutter.

If set correctly, the wheelie bars will break initial traction, helping to promote greater tire speed (wheel spin) at launch. If conditions deterio-rate, they may be raised slightly to compensate for reduced traction.

quired,” says Norcia says. “As the track temperature increases, the coefficient of friction between the tire and the track surface deteriorates, which means less clutch pressure will be needed.

“Track temperature is also the fi-nal variable that a crew chief will eval-uate, in order to select the starting line launch rpm. As the temperature of the track surface increases, it becomes nec-essary to decrease the launch rpm, as hotter asphalt promotes wheel spin.

“To gain a last moment advantage, three final adjustments can be made: First, to the clutch base pressure, sec-ond, to the clutch centrifugal pressure (counterweights), and third, to the wheelie bar settings. As the driver buck-les himself into the race car, an inspec-tion window on the upper right side of the bellhousing allows crew members access to make final changes to the base pressure and to the counterweight on the clutch.”

What if the sun fades or disappears behind a cloud?

“You will often find crew chiefs div-ing into the passenger side of these high-powered drag race cars to make final adjustments,” says Norcia says. “These last-moment adjustments can

make or break a final qualifying at-tempt or elimination round. Crew chiefs spend a great deal of time ana-lyzing computer data, trying to optimize the initial tire spin off the starting line, and after the burnout, you will often observe them making an adjustment to the launch rpm.

“The third and final adjustment re-lates to the wheelie bars and would be applied just before the driver stages the car. The function of the wheelie bars is to break the initial traction of the spin-ning tires as the car leaves the starting line. If conditions become warmer, which denotes deteriorating traction, the wheelie bars may be raised slightly to compensate. All three of these final adjustments are based on last-minute track readings, as well as the perfor-mance of the cars that ran before them.

“Once a run is complete, crew chiefs scrutinize the data from the team’s on-board computer,” Norcia adds. “The crew chief will normally start by cor-recting the run to sea level conditions, in order to evaluate the performance, relative to previous passes giving the team a baseline from which to work. The run will then be reviewed to evalu-ate the gearing, clutch pressures (base

and centrifugal), chassis setup, and engine tune-up, along with the driv-er’s performance. Bringing all these elements together is what produces a winning performance.

“Having several different parameters to evaluate, g-meter readings also weigh heavily when reviewing the overall per-formance of the car’s setup. The greater the g-forces carried, the faster the car is moving, and thus the greater the dis-tance the car has travelled. If the g-me-ter falls off too quickly on the launch, or during gear changes, the crew chief may have selected the wrong gearing for the conditions. As the run is further analyzed, the crew chief will search for areas where the car has under-per-formed, keeping in mind any changing conditions that could occur during the next run down the track.”

Most fans in the grandstands rarely have the opportunity to see or under-stand the effect of these finite changes, which can have the most profound ef-fect on a car’s performance. Yet, many of them are aware that there are 50 ways to lose a drag race and only two ways to win one: luck and intelligent preparation. DRSSource: Ram Clutches, ramclutches.com


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L AUNCH-RE ADY.STRAIGHT FROM THE CRATE.

S:7.125”S:10”

T:7.625”T:10.5”

B:7.875”B:10.75”

GMQD16MG500__188018A01.indd 1 2/10/16 12:06 AM