How To Prepare Your Car For Drag Racing
How To Prepare Your Car For Drag Racing – From growing classes to improved manufacturing techniques, we’re tapping into some of the trends that are guiding the market into the new racing season.
Driven by innovation, opportunities, and a product pipeline that makes the segment faster than a greyhound at Red Bull, the straight line segment is ready for another strong campaign in 2021. Indeed, drag racers now have more options than cars. , engine combination, and race type. high paying event that takes place on dragstrips quarter- and eight miles across the country, and counts cars in many at the highest level of the year.
How To Prepare Your Car For Drag Racing
At the same time, manufacturers in the performance aftermarket feverishly develop effective, affordable drag racing products, and get to market faster thanks to good distribution and/or delivery.
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For a market that never stops growing, finding out with key stakeholders and taking stock of what’s trending can be challenging. Fortunately, we are up to the task. So, with that in mind, we present 10 front-burner developments for drag racing providers, resellers, competitors, promoters, and more heading into the new season.
Racing on unprepared track surfaces has become all the rage, largely thanks to big-name cable TV series like Street Outlaws and No-Prep Kings. But beyond the personality and reality-show drama, there is an important reason why this type of racing resonates so much with the general public: Lack of traction is the great equalizer.
“At No-Prep Kings, they had a 16-car field,” said Nolan Jamora of Isky Cams, Gardena, California. “And anyone in the top 10 could win easily. You just never know.”
However, some in the industry say that racing on track surfaces without preparation can develop into what is called “un-prep”, where all the old rubber and slippery and hardened polymer resins are left on the track to not. -preparatory race removed. Un-prep is said to be safer than no-prep, while still having plenty of fun with no prep.
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“With un-prep, we’re actually scraping all the way to bare concrete,” said Brandon Massa Traksi Massa, Wellington, Florida. “We’re starting over at the base level. We’re removing all the glue and rubber from the track, then cleaning it up. I’d say you’re going to get a lot more in the next year and a half.”
For years, bracket racing was the de facto standard for all but the highest class of drag racing. But it looks like it’s come full circle now, back to the drag show.
“I think that’s what people like: Remember – go all out,” Jamora said. “It’s more interesting, because whoever reaches the end wins. If the car is faster, it’s faster. He didn’t beat me because he left 1,000 seconds faster from the line and didn’t get out.
Although head-up racing is more of a buzz about today, bracket racing still maintains a huge following. “Index racing, by far, is what most markets,” said David Reher of Reher-Morrison Racing Engines, Arlington, Texas. “There are bracket races with 300, 400, 500 cars all over the country. People put a lot of parts on them, and it’s a big group.
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And now, in the same way that main events are now, bracket races are also getting their share of big events. “The next step is probably bracket racing at a level we’ve never seen before,” Massa said. You can fill your schedule with only big money races—I’m talking $50,000 to $100,000.
Today’s drag racers rely on advanced technology to achieve unprecedented levels of performance with a wide variety of engine and car combinations. “It’s not the horsepower, it’s how the power is applied,” said our source at Holley Performance Products.
Dual-purpose cars have always been a major player in drag racing, especially in the hobbyist end of the market. But in recent years, demanding events like Drag Week have put the understanding of sophisticated street cars in the spotlight. This has radically redefined what is possible for a dual-purpose car, with competitors driving hundreds of miles on the road and then making a sub-six second quarter-mile pass.
Such events are very popular. According to the Hot Rod Magazine website, online registration for the first Hot Rod Drag Week event of 2020 sold out in less than five minutes.
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Prize money has increased in many events, and drivers use this to justify their cars and team setups. “Because there are so many big races, they have to invest money,” Jamora said. “You can still win a good amount of money if you only go a few rounds. It’s not like Pro Savings or something like that, where you spend $ 2 million a year and you win $ 50, 000. That won’t really cut it. But, for example, with No-Prep Kings, if you win the race, it’s $40,000.
And big bucks aren’t just about race cars. It’s the whole package. “People are spending more money on everything, not just machines,” Reher said. “At the top level, they were pulling a $150,000-$250,000 trailer behind them. I was amazed. We started with a bumper bar and an open trailer, going to Indy.
Probably raises the question of what the upper limit is. “I don’t want to say this in a bad way, but there are a lot of review writers,” said Smitty Smith of Edelbrock, Torrance, California. “Like in the pro-nitrous class, it’s more than 100 grand for a motorcycle. And you have guys who buy two and three at a time. The average driver can’t afford it.
Technology tends to decline, with prices falling and the knowledge base growing larger and more accessible. This has resulted in even local hobby racers using equipment and techniques that not so long ago were the exclusive domain of the top pro teams. “Local grassroots people are running pro now,” Jamora said. “Bracket races used to be 10 and 12. Now the norm is 7s and 8s. These people are no longer lying.”
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Most important among the growing team is the ability to collect and analyze data. This is due to a general reduction in price and increased data recording setup capabilities that allow detailed analysis of each pass. “Everything that comes out has a data logger,” Reher said. “The easiest class is to do it the same way. It’s a data-driven deal.”
The popularity of shows like “Street Outlaws,” shown here during filming, has given drivers a new appreciation for street cars, unprepared surfaces, and major competition. “I really think it’s like people: Heads up… whoever gets to the end first wins,” said our source at Isky Racing Cams.
Advanced computer control of fuel, nitrous, boost, and ignition allows for precision tuning like never before. “You don’t see old guys with screwdrivers adjusting carburetors anymore,” Jamora said. “Today, even beginners in computer tuning.”
At the same time, horsepower has reached unprecedented levels throughout the sport. Compounding this trend, more and more races are being run with limited traction, such as in unprepared events.
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As a result, victory now often depends on how well the team’s tuner does his job. “It’s not horsepower,” said Joe Pando of Holley/MSD, Bowling Green, Kentucky. “That’s how you apply the power. And that’s where the system gives you an advantage—being able to use and bring power in a controlled way, gradually, and making changes between laps. That’s why these cars are so fast on good tracks .”
Manufacturers design and optimize new parts faster than ever, thanks to advanced CAD and 3D printing systems. “In the CAD software, it is possible to simulate the airflow before making the casting,” said a source at Edelbrock.
Whether it’s nitrous, turbo, or supercharger, power adders have become common throughout drag racing. However, in this broad trend, preference will be shifted to superchargers today, mainly because of the current body sanctioning rules.
Power adders have become the norm at all levels of the sport, with nitrous, turbochargers, and superchargers raising engine output to unprecedented levels. As a result, cars with more than 1000 horsepower are now relatively common, such as the 1712-hp 2015 Dodge Challenger Drag Pak. Photo courtesy of Holley Performance Products.
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“The big thing is the supercharger, and then to the turbocharger,” said Steve Morris of Steve Morris Engines, Muskegon, Michigan. “Now it’s going back to superchargers. I think that’s how promoters set the rules. But they’re doing a pretty good job, so I imagine turbos will come back as the preferred option – maybe after this year.”
Although perhaps not yet mainstream enough to qualify as a full-fledged trend, electric vehicle (EV) drag racing is reaching an unprecedented level of visibility; and may be at the peak of widespread popularity. (See PRI coverage