As you’re reading this it’s the winter leading up to the 2011 season. This is when basic maintenance pays big dividends to your bracket program. In my last column, one of the main points discussed was the importance of consistency and parts longevity as being part of a successful bracket car. Consistency because it goes hand-in-hand with predictability, a primary factor in winning races, and longevity because broken race cars are not typically effective tools for going rounds. (more…)
Archive for March, 2011
A Living, Breathing History Lesson With a Shot of Nitro
The California Hot Rod Reunion—you must attend, I repeat, you must attend!
If you truly love this sport, you need to make a pilgrimage to Bakersfield for the reunion. And you need to come real quick, like this year, for sure. Each year is like the racing equivalent of the Woodstock Music Festival, once it’s over, you just can’t recapture that piece of history. (more…)
Ah, boys and their toys, of course, the older the “boy” the more expensive the “toy.” When it comes to Yenko Supercars the going rate for a fully restored example is on average 350-750K, but that doesn’t stop these guys from driving the hell out of them. (more…)
I never knew Joaquin Arnett or the Bean Bandits but what has been so cool about researching them is that is in almost every contemporary photograph they’re smiling and look like they’re just having a good time. (more…)
Since race pistons in domestic V-8 engines move up and down in excess of 100 times per second, replacing them is a normal part of the racer’s routine. NHRA Top Fuel and Funny Car teams replace them after every race pass and every second qualifying pass. Pro Stock teams replace them after every 40 passes approximately, and weekend warriors replace them every 12 to 18 months, sooner if their engines are nitrous-assisted. At piston replacement time questions of spec changes usually arise—especially the topic of compression ratios. (more…)
“I missed it every day for the past 28 years.” Lloyd Wofford’s not talking about smoking or any other vice; he’s referring to not participating in drag racing.
Lloyd’s story is echoed throughout the pits. He started racing in the mid-‘60s, only to “retire” years later. In his first tour of duty he ran through a variety of rides, including a C/MP ’57 Chevy, stepping up to A/SM with a ’68 Camaro and finally a Don Ness-built C/Gas Chevy Monza. In the mix was a ‘65 SS/BA Plymouth Belvedere owned by “Mr. 4 Speed” himself, the legendary Herb McCandless. Lloyd bemoans the fact he let that one get away! (more…)
Chapter One of a Three Part Series
If you’re new to drag racing, it may seem odd that some engines are equipped with carburetors. If you’ve been racing for years, it probably seems odd that some aren’t. In either case, carburetor operation may be a bit of a mystery. (more…)