Video courtesy of NHRA and they state:
The year was 1975, and Don “The Snake” Prudhomme saw fit to wheel his Funny Car right into then-uncharted territory: the 5-second zone
httpvh://youtu.be/yTnFUOuIlxY
Earlier post on Prudhomme:
Remembering Don “The Snake” Prudhomme – September 2011
For all of us who feel only the deepest love and affection for the way computers have enhanced our lives, read on. At a recent computer expo (COMDEX) Bill Gates reportedly compared the computer industry with the auto industry and stated, “If Ford had kept up with technology like the computer industry has, we would all be driving $25 cars that got 1,000 miles to the gallon.”
In response to Bill’s comments, Ford issued a press release stating:
If Ford had developed technology like Microsoft, we would all be driving cars with the following characteristics (and I just love this part):
1. For no reason whatsoever, your car would crash – twice a day.
2.. Every time they repainted the lines in the road you would have to buy a new car.
3. Occasionally your car would die on the freeway for no reason. You would have to pull to the side of the road, close all of the windows, shut off the car, restart it, and reopen the windows before you could continue. For some reason you would simply accept this.
4. Occasionally, executing a maneuver such as a left turn would cause your car to shut down and refuse to restart, in which case you would have to reinstall the engine.
5. Macintosh would make a car that was powered by the sun, was reliable, five times as fast and twice as easy to drive but would run on only five percent of the roads.
6. The oil, water temperature, and alternator warning lights would all be replaced by a single “This Car Has Performed An Illegal Operation” warning light.
7. The airbag system would ask, “Are you sure?”before deploying.
8. Occasionally, for no reason whatsoever, your car would lock you out and refuse to let you in until you simultaneously lifted the door handle, turned the key and grabbed hold of the radio antenna.
9. Every time a new car was introduced car buyers would have to learn how to drive all over again because none of the controls would operate in the same manner as the old car.
10. You’d have to press the “Start” button to turn the engine off.
PS – I’d like to add that when all else fails, you could call “customer service” in some foreign country and be instructed in some foreign language how to fix your car yourself!
Mountain Motor Pro Stock Racing’s Early Years – CompetitionPlus – December 30, 2012
1st installment – 2nd installment – Conclusion
It was fun times at the 1st Annual Turkey Shoot Nat’s at Pacific Raceways, even with the torrential downpour and cold weather. We had about 50 + or so of our fellow racers & friends show up at this event which was hosted by Ed Garfield & John Ramsey of PR with special guest announcer Stevie Wong.
There was a life sized practice tree along with all of the electronics provided by Bracketstars and low & behold Edwards & Young Racing represented themselves well! I won the championship taking out Dave Wakefield (Dad) in the finals with a .002 rt to his red light of -.001 ouch!!!
I had some really tough opponents along the way including Dustin Martin on the semis.
They proceeded to do another practice tree competition as we all were not ready to go home and once again Edwards & Young Racing came out victorious as Justin Jung whom was an integral help this year for us took out Mark Cavar in the finals as they both went red but Justin was last to do so. Mark put a stop to my win streak in the semis with a .008 rt to my .017 rt, was hoping to meet Justin in the finals. Congrats Justin! Oh, it doesn’t end there as Justin also won a raffle drawing for 2 3-day tickets to the 2013 NW Nat’s!!!
We had a lot of fun and can’t wait for the 2013 season, hope everyone have safe & happy holidays.
Sincerely, Paul Young
Turkey Shoot Practice Tree Nationals At Pacific Raceway by Jim Doyle, See It Imagery
Paul (L) & Justin (R)
Smile guys, you won!
Jim Doyle photo
’71 Chevelle:
Chris recently spoke with Wilson Manifolds concerning the World Motown 4500 manifold on our 406 in the Chevelle.
After giving them the specifics, they recommended that Chris remove the cloverleaf from the manifold that reportedly causes some fuel distribution problems, and install their 1-1/2″ tapered spacer. Reportedly this should improve the midrange and upper end horsepower & torque in the motor:
Motown manifold as used thru 2012 with cloverleaf plenum
Motown manifold with cloverleaf removed opening plenum
Modified Motown manifold with Wilson tapered spacer
’57 Chev:
We have the engine back in the car and ready to go. Details are posted here.
’66 Tempest:
Update January 29, 2013
There is some concern about the number of runs on the engine, therefore Torri will only be driving her Tempest on a limited basis for 2013. Paul has decided to drive for another owner, Ron West, for the 2013 season. – Roger
Movie trailer:
httpvh://youtu.be/KImCwzGBLHI
After years of competing in the increasingly tough and highly competitive Super Pro category, Chris has decided to move the Chevelle to Pro Bracket in 2013.
Gone will be the delay box and the air shifter will be controlled by Chris with a button on the steering wheel.
The biggest challenge will be making the mental switch from activating the delay box on the top bulb, to leaving on the bottom bulb.
Chris leaving the starting line on July 28th 2012. Jim Doyle photo
October 7th 2012 Update:
Chris took the wagon out to Pacific Raceways this date and entered in the no-box Gambler race to end the season and to see how he might do in Pro Bracket. On his 2nd hit he ran a 10.40 with a .015 reaction time (video below) and is very encouraged and looking forward to 2013. Unfortunately after his 2nd hit he picked up a piece of sheetmetal in one of his slicks which ended his day.
The big news of the day was that Torri drove her Tempest in the same bracket and made it to the 4th round before being eliminated! Congratulations Torri!! – Roger
httpvh://www.youtube.com/watch?v=Gq9Gwt9dOZ8
Years back I transcribed an article by John Dianna from the December 1971 issue of Hot Rod Magazine on popular Modified Production engines of that time period. Remember, this was before aftermarket blocks, cranks, 4-bolt main caps. Here’s that article. – Roger
———————–
Modified racing is a tough nut to crack. When you do put together a win, it’s usually well earned. There are few people who dominate the cash payout windows in Modified Eliminator, but there is one Texan who persists in giving the troops fits. He is well-known for his “shoebox shaped” ’55 Chevy hardtop, as he has slid the car into a World Champion spot, a Winternationals Champion slot, assorted major runner-up positions and three consecutive NHRA Divisional Points Championships. Of course we are speaking of Carroll Caudle, one of the best guns in the eliminator.
Aside from his driving ability, Carroll has developed another outstanding talent – engine building. He owns and operates a shop in Amarillo, Texas, and from there ships engines all over the country. There are many MP cars running Carroll’s engines, which vary in size from 265 to 400 inches. He has worked with many engine combinations while running his ’55, from a C/MP on down to G/MP. We talked with Carroll and asked him to select the most popular combinations that offer the best power-to-inch ratio for MP or for the ultimate modified street engine.
330-cubic inch small block
This is more a budget engine and can be built using any of the components normally associated with a 327. Actually, this is a “plain vanilla” 327 with a .030-inch overbore.
310-cubic inch small block
This is one of the more popular combinations and is Carroll’s current favorite. He feels this engine offers the best power-to-inch ratio. The block Carroll uses is a 327 with casting No. 3782870. These blocks were usually Powerglide-equipped, so they have had a chance to cure well without excessive main bearing loading. They usually finish well when a fine hone is used. Another important factor is the additional beef in the main web area. Bores are finished .060-inch oversize. In the crank department Carroll is partial to the No. 3735236 “283” steel unit. He has found these cranks need very little work as far as stroke and index are concerned. An interesting note is that a combination of three-inch stroke and .060-inch bore is fine; but when you get to an over-three-inch arm, Carroll suggests boring the block a maximum of only .030-inch, to eliminate excessive cylinder-wall loading. This engine can be built rather inexpensively.
305 and 301 cubic-inch small blocks
These two engines are basically the same as the 310 engine except for bore size differences. The 305 uses a .030-inch-over 327 block, and the 301 uses the standard four-inch 327 bore. Carroll suggests using older pieces rather than the newer 302 engine. At the present time, he feels the four-bolt-main 302 block is just a higher-priced block with less strength. The rod and crank expansion rate changes leave something to be desired and consequently considerably shorten engine life. Even the main caps present a questionable dependability factor over the standard two-bolt caps. Because of the increased journal diameter and overall cap design, it’s .040-to-.050-inch thinner at the top of the cap than is the standard unit. The journal diameter also thins down the area between the main cap bolt hole and the bearing surface. As a result, Carroll doesn’t build any four-bolt-main blocks where extended engine life is of primary importance.
292-inch and 288-cubic inch small blocks
Both of these combinations use the 283 block. Carroll looks for the strongest of the 283 family of blocks, casting No. 3756519. This block features fully threaded mains and a neoprene rear main seal. Like the 310, 305 and 301, these two small engines also use the No. 3735236 283 crank. The 292 is a .060-inch bored block and the 288 is a .030-inch over stock. These engines are extremely popular in the lower MP classes.
As you probably know, there are many possible ways these engines can be built. The overall price of each depends on the cost of the components that make it up. Pistons, rods, crank, etc., are available for many different prices, and in some cases only your pocketbook would know the difference. [End]
Related article:
Memories of Modified: The Rise and Fall of Modified Eliminator
This was the BIG bracket race of 2012 with Pacific Raceways hosting the Division 6 E.T. Finals. The top Sportsman bracket racers throughout Division 6 came together under one “roof” to battle it out for the top dog honors throughout the long, 3-day event which featured over 500 entries!
On Friday was the Gambler Race, Saturday began the Race of Champions featuring the very best in the division racing for a shot to go to Pomona (this race was not completed until Sunday afternoon), and Sunday featured all entires running in their respectiive brackets to collect points for their track for the Track Championship.
Courtesy of the Seattle Times, here’s the final round results from the Track Championship in which Pacific Raceways finished in 5th place:
Super Pro Finals:
Rob Asbury (Yakima) 11.218 @ 119.01 mph defeated Gary Erickson (Portland) red light.
Pro Finals:
Scott Lang (Beaverton, Or.) 12.133 @ 104.42 defeated Nicholas Shepherd (Tigard, Or.) 10.669 @ 116.01.
Sportsman Finals:
Jerry Durrant Jr. (Oregon City, Or.) 13.966 @ 86.11 mph defeated Karl Hart (Woodburn, Or.) 13.436 @ 94.61 mph.
Motorcycle/Sled Finals:
Jon Jenkins (Richmond, B.C.) 8.727 @ 145.38 mph defeated Jake Havens (Mill Creek) 8.902 @ 144.09 mph.
Woodburn won the Team Championship!
Race of Champions Final Round Results
Super Pro Finals:
Larry DeYoung (Livingston, Mont.) 9.237 @ 150.80 defeated Greg Rollin (Portland, Or.) 11.251 @ 114.36 mph.
Pro Finals:
Robert Steffen (Olympia) 10.559 @ 126.18 mph defeated Mark Kidd (Twin Falls, Idaho) 9.189 @ 135.13 mph.
Sportsman Finals:
Derrick Jackson (McMinnville, Or.) 12.851 @ 96.97 mph defeated Duston Wurtz (Meridian, Idaho) 11.995 @ 109.79 mph.
More coverage:
Sportsman Stars Shine in E.T. Finals – Pacific Raceways – September 3, 2012
DeYoung, Steffen, Jackson and Havens Heading to Pomona for National Championship – Bracket Racing Northwest – September 4, 2012
WOODBURN TAKES TEAM TITLE; FOUR HEADING TO NATIONAL CHAMPIONSHIP – CompetitionPlus – September 5, 2012
Initial Report from Paul in Sportsman:
Friday Gambler Race:
Ran 12.52 @ 106.36 – 1218 density altitude with a slight bog that I didn’t really notice but Chris & Dad did so thanks for catching that guys.
Round 1: Ran 12.524 on 12.56 dial @ 102.75 – 1582 density altitude, just took too much stripe when I had a .035 rt advantage. This was a rookie mistake that I truly learned from I tell you that.
Saturday Race of Champions:
Ran 12.553 @ 106.35 – 965 density altitude, I was in high gear way early probably due to tire spin as we expected a mid 12.40 pass.
Round 1: Ran 12.649 on 12.49 dial @ 96.23 – 1518 density altitude, I had a stellar .008 rt which led me to catch my opponent really early and then just stayed out on them by a fender or so as I wasn’t going to make the same mistake this time!
Round 2: Ran 12.568 on 12.54 dial @ 105.05 – 1805 density altitude, I had another good .034 rt but my opponent had a .033 rt and just couldn’t catch him as he ran 12.891 on a 12.890 dial. I truly thought I had this race too as I believe he pedaled before the stripe to keep from breaking out.
Sunday, Track Champion Race:
Round 1: Ran 12.742 on 12.47 dial @ 96.03 – 622 density altitude, I had a huge rt advantage once again so I caught my opponent early once again and just paced them.
Round 2: Ran 12.619 on 12.50 dial @ 97.87 – 1600 density altitude, I had a great .024 rt but low & behold my opponent cut a perfect .000 rt but just couldn’t run his number so I caught him early and paced him like in previous races.
Round 3: Ran 12.497 on 12.54 dial @ 105.94 – 1632 density altitude, I went red by -.017 and my opponent had a great .018 rt
Final Analysis:
I think overall I was pretty happy in how I drove on day 2 & 3 but would love to have day 1 back as I think I could’ve gone quite a few rounds. You learn a thing or two at races like this as I need to work on my top end finishes and reducing my red lights as much as possible as you can’t win if you go red. I think we are heading in the right direction with me trying to focus on the bottom bulb once staged as if I continue to do that I should theoretically never go red.
Thank you to Torri for letting me race her car this year once again and thank you to my crew chiefs Chris & Dad for getting me a good setup for the season. Also, I would like to thank Barry Hobson, Justin Jung, Mom, my wife Melodie and everyone else that helped this year as it was a true team effort! – Paul
Chris in Super Pro:
Here’s the results of the Gambler Race on Friday, and Sunday’s Track Championship Race.
On Friday Chris lost to John Ermish in the Gambler Race when we broke out running a 10.445 on a 10.47. Chris went down in the 1st round on Sunday running a 10.409 on a 10.40 dial-in but turned the tree red with a so close -.002 light! Chris was disappointed in the results this weekend but Super Pro is BRUTAL!! You have to swing for the fence on every pass!
Justin & Paul did an excellent job picking the dial-in as we had to dial-in and run from the data we had with no qualifying hits this day. Our fellow racers from PR did an excellent job in Super Pro until the 3rd round where the team went down in flames to the tough competition from the other tracks.
I’m very proud of my sons, Chris & Paul for having an excellent season and here’s a few pictures from the event – Roger
“Old Gold”
“Old Gold’s” companion car!!
(L to R): Paul & Chris Young, Justin Jung, Jeff Warnke & Dale Williams
Jeff & Tom Warnke’s Nova
Paul in staging lanes
Chris in staging lanes on Sunday
Pacific Raceways “Pirates”
August 25th was the last points race at Pacific Raceways this year and basically a tune-up race for the Division 6 E.T. Finals at PR this coming weekend.
Chris did well in Super Pro putting together two excellent packages to defeat Fred Hoffman in the first round and Randy Brown in the second. Against Hoffman, Chris ran a 10.441 on a 10.44 with a .011 light. Against Brown, Chris ran a 10.426 on a 10.42 with a .002 light.
Then we were paired with Rick Hindrichs in his hard-charging Nova and Rick cut the perfect .000 reaction time to Chris’ solid .016 giving Hindrichs the win. But an outstanding night by Chris with the help of Paul picking the dial-ins. Chris came on strong in the latter half of the season and finished 9th in the Super Pro points this season collecting 233 points. Mark Cavar earned the Super Pro 2012 Track Championship running away with it gathering 411 points!
Paul is having a difficult time becoming simpatico with the tree in the latter part of the 2012 season turning the tree red in the 1st round in Sportsman. No one is more disappointed then Paul but we’ll put this behind us and move forward!! However, Paul finished in 4th place in the points which is VERY respectable collecting 289 points! Gene Furman won the 2012 Sportsman Track Championship with 362 points!
So it is on to the E.T. Finals during the Labor Day weekend and team Pacific Raceways has a strong team!! Should be fun! – Roger
2012 Pacific Raceways Track Champions:
Super Pro – Mark Cavar, Pro – Scott Lewsley, Sportsman – Gene Furman, Motorcycle – Joe Lind, Jr. Dragster Lightning – Amber Arthur, Jr. Dragster Thunder – Katie Kapler, PRDC – Jacob Havens
Cavar Nets Super Pro Crown; Lewsley Pro Champ – Pacific Raceways – August 27, 2012
PROUD AMERICAN FAMILY!
Roger is a Retired
Roger, U.S. Army – Vietnam
A Troop, 3/17th Air Cav
Pam, U.S. Navy – YN2/E5
CINCPAC Joint Command
Vietnam-Era Veteran
Operation Homecoming
Northwest Veterans Newsletter by Roger & Pam Young
Silver Spurs Website by Roger Young
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