FrontEngineDragsters.Org Forum
Drag Racing Discussions => Front Engine Dragsters => Topic started by: masracingtd1167 on November 03, 2014, 02:00:35 PM
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Frank and Scott Parks newest project
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Here's a little more info on this N-P Hemi; the heads were designed by Frank and Scott, cast and then approved by NHRA to run in Comp. Scott will drive it in Jon Rowly's N&P car, at 1'st in B/ND, and then increase the injector size to run A/ND. They did allot of work on the 354 Hemi block, like bored out all the cylinders into the water jackets and welded in larger bore sleeves, because they want to run a bore and stroke like their 14° SBC. Also built main bearing supports, and more work in the lifter casting to run a larger lift cam. And I'm sure allot more I don't know about. I guess the next step is dyno tests. The N&P heads flow a ton, I think Frank said over 450cfm.
This will be an INTERESTING combo !
Jon
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A work of art!
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No kidding, tricky stuff all around.
Anybody knows what is that steering box?
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Steering box is a Stiletto, now made by Chassis Shop/Pro Werks since Gary retired
Roo
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Thanks Roo, you confirmed my guess.
I'll be shopping for a steering box soon (to replace my tired P&S box), so I'm paying attention. My take is that such a high end car having selected the Stiletto (Chassis Shop/Pro Werks) box means quite an endorsement, do you agree?
PS.: I also agree with the previous comment, I wish that box wasn't so bulky/squared figure.
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Thanks for posting that. They are amazing.
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The steering box on our car is a SPE box made of Magnesium, Ken Cox made 4 of them for us before his death. All of our current cars have Strange boxes as they are a real good copy of the SPE with a few improvements
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I stand corrected. See what happens when you look at stuff on your phone rather than the computer monitor. I saw that it was bright and not black anodized and assumed that it was the Stiletto box.
Roo
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I stand corrected. See what happens when you look at stuff on your phone rather than the computer monitor. I saw that it was bright and not black anodized and assumed that it was the Stiletto box.
Roo
Roo, thank you as always.
The steering box on our car is a SPE box made of Magnesium, Ken Cox made 4 of them for us before his death. All of our current cars have Strange boxes as they are a real good copy of the SPE with a few improvements
Frank, thank you and welcome to this forum! Beautiful car, looks fast! When every milligram counts ==> magnesium steering box!!
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Wonder how much Frank and Scott whittled off the block,heads,crank. Engine just looks fast. Then Parks seems to build super trick and fast stuff. Any bets on what new records going to be?
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I'm betting..... 50's
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I wonder how much time this engine will spend below the 10,000 rpm mark.
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Glad to see Frank poke his head in here.
May be too busy to post much, but now he knows we are talking about him and Scott.
Welcome Frank.
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Anyone else find it funny as all get out that Frank Parks status is NEWBIE?
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The N&P Chrysler Hemi powered B/Jr fuel car won the Bakersfield March Meet Nostalgia drags yesterday. I talked at length with Scott after his amazing 6.81 saturday run which placed him as the #1 qualifier. The #2 qualifier was Don Enriquez, who was the driver of the Gene Adams FED Desoto Hemi powered Jr Fueler which in the 1960s was the 1st un-blown car to top 200 MPH. Don has won many of the Bakersfield Nostalgia Jr fuel events, all in SBCs and runnered up this year to Scott.
The engine has OVER one inch valve lift, and besides larger diameter lifter bores also has the individual shaft T&D rocker arm system. This car is so trick, everywhere you look you something very cool. The engined is oiled with a multi-stage dry sump pump belt driven from the crankshaft, but also has a scavenging pump driven off the cam for the sole purpose of returning oil from the heads back to the reservoir. The vacuum pump, distributor and injector pump are all driven from the front as well.
It was mentioned in an earlier post that this is a 354 block. Scott told me that since the cylinders were totally removed, it made no difference, so they used a less expensive 331 block. Both are low deck blocks, lower than the 392.
The car now has 5 passes on it, has already dipped deep into the 6's, and has a lot more potential. Listening to the engine in warm up is a treat. The 421 inch motor on alcohol is VERY loud, and on the track the noise is clearly different from the small blocks sharing the course. Scott said the motor is run up to 10,000 RPM. Very impressive for an engine designed in Harry Truman's presidency!
This is my 1st post to this forum, and I couldn't be prouder to share what I saw and learned at Bakersfield this week end. I have a 170" FED which I last raced 28 years ago. My plans are to get it freshened up and returned to racing it next year.
-Andy Carlson
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Cooilest part is if you want any of the trick stuff on the car Frank will sell you one.Pretty sure the engine it self may take a while to get though. Then he probably has a spare or two for the car already built.
By chance did you find out weight of new car with the hemi? Yea those Parks boys are class act for sure.
Thanks for informative post and welcome to site.
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I had lots of questions I did not ask, as I felt I may become a nuisance. Scott told me that the heads were cast from patterns they developed in-house, and were shown to NHRA for approval. He said that the original valve angle was maintained, though I would have liked to know if the hemisphere chamber was enlarged since the bore is over 4.125". (I imagine with so much valve lift that the spring pockets were dropped lower into the head casting, as there are no water passages hindering such a move..) Were the lifter bores geometry changed along with the larger size?
I did not ask for the weight, but if I had a current NHRA rule book the B/ND class weight/cubic inch break would allow us to calculate the dragster's minimum weight for the 421 in engine. With N&P efforts always seeming to be lightening the car's weight, I imagine that they have not left much on the table, weight wise. The 421 inch size leads me to believe the car was too heavy with a hemi to meet the class's minimum weight, which is under 400 cu in. Build the engine big enough to fit the car's weight, I suppose. I suspect that there is no block filler in the engine for weight purposes.
Long way to say "I don't know".
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I saw the car several months ago in their shop. I think it's fair to say Frank & Scott are weight conscious fabricators. ;D
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With Parks work on weight savings I would bet the CI is to make the size match the weight and therefore the reason for odd 421ci number.So 1475 lbs.
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The displacement limit for nostalgia Jr/fuel has always been 410 cu.in.
Has there been a rules change that I missed??
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Heritage Jr Fuel rules allow a 430" maximum displacement
Southwest Junior Fuel rules allow a 410" maximum displacement
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Did they change the format for Junior fuel ? I get the A B C part but is it now a break out class?
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I know that over the past sereral years the rules and requirements for the Junior Fuel Dragster Association that races the Heritage Series on the west coast and the Southwest Junior Fuel Association that's in the southwest part of the county have developed some differences in the rules and requirements. The SWJFA runs their competitions heads-up; light turns green in both lanes at the same time.
Jon Hansen can probably talk better about the handi-caps used as a competition equalizer in the Heritage series among the 3 different classes. This is the format they were running at the March Meet. GO BANG SHIFT.com, you rock Chris! Hope none of you missed the excellent live coverage.
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Because of the lack of cars and the diversity of the a-b-c engines they handicap the tree based on current NHRA eliminator records, so that in theory even tho the cars leave at different times they will both hit the fininish line with the same relitive ET (slow car et - handicap dif or fast car et + handicap dif) and the only dif being reaction (perfect world).
So now what? does the A group now get hit with a major change in handicap adjustment because a record was set and now have to live with that change or does everybody basic shoots for runner up
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Ah, what can I say? Chad at Bangshift rocks!!! I don't know who Chris is or where he came from in my previous post. Sorry Chad, you folks did a great job of coverage, thanks.
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It was meant to be smaller but when the sleeves were brazed into the block they warped and the required clean up bore made it larger in capacity. I guess that the big bore/short stroke deal works as Scott left at 9000 rpm on the 6.81 run, the first time the combo ever went down the track.
For the second qualifier he bumped the stall up to 9200 as the car tried to dead hook on the first run and shook as a consequence. He also changed to tires with a smaller rollout for the same reason. In the final he caught Don by half track and rode the brake the rest of the way.
Roo
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How the current Heritage JrFuel class works is a track dial-in system based on 3 different JF classes. Handi-caps on the 4 tenths Pro Tree is ; JFA = 6.90, JFB = 7.02, JFC = 7.15. Basic difference in the 3 classes is "A" follows the NHRA Comp Elim rules of A/ND, where any head, valve angle 3 1/8" max injector size all iron engines, JFB [ B/ND] is limited to all iron 23° valve angle SBC with raised runner heads, 2 7/8" stack injectors, and OEM style Ford, Chrysler, BBC, iron heads, JFC has all the same rules but limited to non-raised runner SBC heads. All 3 classes had their engine size raised from 410 ci to 430 when NHRA Comp raided the max size 2 years ago. All 3 classes also are on a 3.5 lb/ci weight breaks.
How the handi cap works is it's a no break-out rule, but if a racer runs below the handi-cap for his class during elims, not qualifying, he doesn't lose, but the very next round goes to the new handi-cap, for everyone in that class. The Heritage JF handi-caps can only be changed at Heritage Events, not at NHRA Comp races.
"The rest of the story", how these rules were put together is, in 2012 the Bakersfield track wanted to eliminate Jr Fuel because of low car counts, and since they have to pay NHRA for the right to have a Heritage event, they were looking at ROI. I have also found JFDA series sponsors to increase the advantages or racing Jrfuel Mallory print, and Hayden Wheels are presenting sponsors with A-1 Performance, S & W Race Cars, Motul Race Oil, giving us gift certs, and E.R.C. Race fuels giving us a 16 gal barrel of alky for the winner, runner-up and the closest to the handi-cap 1'st round loser. The car count was low mostly because of the economy, but also a certain JFA team ran so fast they chased most of all the JFA teams away in 2008. For the 2012 season in order to help increase car count I let Enriquez/ McKray use one of my RR SBC motors, which allowed them to win their 1'st Heritage Championship.
So, in order to save JF, my company suggested that Hayden Wheels cover the payout for JF, that way none of the Heritage tracks could complain about car counts, because the tracks keep the entry money and only pay for the Wally. And to help increase car count we came up with the idea of inviting JFA back using the Pro tree handi-caps, based on the current at that time A/ND, B/ND national records. A/ND was at the start of 2013 was 6.89, even tho Parks set a new A/ND record to 6.77 in 2013, so we kept it at 6.89 because that's what I talked to all the teams about at the end of 2012. JFB was set at the B/ND record at 6.98, and JFC has no Comp Elim class so we set "C" at what the fastest SWJFA was 7.24. As it turned out at the 2013 March Meet, the JFC handi-cap was reset by a SWJFA team Mallory/Brady, to 7.20 while racing J.D.Zink's JFA car. SouthWest JrFuel Association is limited to non-raised runner for their SBC dragsters, with the only difference is SWJFA races with a 3.65 lbs/ci weight breaks.
My goal is to get the car count up this year so we can go back to Heritage and ask the tracks to cover the pay-outs since Hayden Wheels is not a big company.
So of course the Heritage JF racers are worried about the Parks-Rowley Racing team's new heads/ motor performance, but as of the 1'st Heritage race they have not reset the JFB handi-cap, and they are not planning on racing Heritage in 2016, so we just have to wait and see how the season works out. If they do lower the handi-cap, we can then reset it back to 7.02 for 2016, but it doesn't make sense for Scott Parks to hit the handi-cap hard since they would also hurt their changes of winning the 2015 Championship.
For more information check out JrFuelDragsterAssociation.com and feel free to buy any JFDA T shirts to help our tow money fund to help some teams with the 750 mile tow to the Salt Lake City Heritage race.
Thank You for your interest in JrFuel racing !
Jon Hansen
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The Hemi has been in the works for a few years now. I bet there will be a 408 motor in the chassis before long, in addition to the big injectors so that they can go play in Comp Eliminator with it.
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They can race Comp Elim now. The current Hemi is 421 ci, and Comp B/ND and A/ND along with Heritage JF engine size limit is 430 ci. Parks can race A/ND, with a max injector size of 3 1/8", or B/ND with a 2 7/8" injectors. Scott Parks 1'st qualifying run of 6.81 would be .750 under the B/ND Comp index. NHRA had a meeting last week in Gainsville to re-look at their approval of the Parks hemi heads, since NHRA tech passed them in 2008, and decided their approval still stands. BTW Parks has their hemi heads for sale, that is one of the conditions for NHRA approval. The N&P heads flow over 460 cfm, proof of that is the 194 mph Scott ran in Bakersfield at the March Meet.
The 421 ci hemi means the min car weight, with driver needs to be 1473.5 lbs at 3.5 lb/ ci. At the Bakersfield scales they weighted 1505 lb.They also brought a back-up motor of 412 ci. Because of the completely bored out 331 ci Chrysler block and welded in sleeves to increase, beyond OEM size, they had to increase the bore size until it came out round, so that's how it came out to be 421 ci.
Neil & Parks Racing with financial help from racer Jon Rowely spent allot of time, 10 years, and money to build this "out of the box thinking" project.
Drool away guys !
Jon
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Yes Jon, you got me drooling indeed...
I don't know anything about Hemis, but there are tons of aftermarket heads available, so it makes me wonder, how different are the Neil & Parks heads from other high end heads like AJPE and such?
What's the typical % nitro used?
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NHRA Heritage JrFuel, & A/ND, B/ND Comp rules limit to CAST IRON only heads, you can use alum heads in everything else, except SouthWest Jrfuel Association, iron only.
ALSO NO NITRO in the about classes, alky only. Bracket dragster classes can run any nitro, alky, or gas, & of course blowers too.
I hope this clears up some of the confusion about JrFuel. You can find more info in the NHRA Comp elim A/ND, B/ND rules, and Heritage JrFuel rules.
There is ALWAYS talk about a real Nitro JrFuel class, and I have suggested, many times, that if anyone wanted to build a nitro JF car, they should and race it in 7.0 Pro, and when they have 10 cars/ teams then I'm sure we can talk Heritage into making nitro JF a class. We just need enough car count to make the Heritage tracks happy.
So, I say it again, BUILD IT, RACE IT , find a combination, and let me know so I can sell the class. Gary Adams, Gene Adam's, brother tried to put together a injected nitro class with the main idea of a cost limiting rule of only Vertex Mag, instead of fuel pump limit like Heritage A/FD. Big fuel pumps with out enough ign will limit the HP and costs. But no takers, Gary even had a race booked, but no cars showed except Kin Bates 6 time Heritage A/FD Champion, with a Vertex mag.
Included photo is my 1963-68, 301 ci 97% Nitro, all iron, high gear, smoke the tires till half track dragster. We won allot in the Midwest, ran speeds of 191 mph, in 64-68. And raced almost every week if there was no snow on the tracks, had a GREAT Time, back in the day.
Jon
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I did not know that the modern JrFuel cars were nitro-free.
Thanks for the education Jon.
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Hey Jon, any dollar figure on that engine yet???????
Didnt Jim Paul had iron Buick heads available before GG's OK'd them for Jr.Fuel ??
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Bruce, GoodGuys got scared off by Jim Paul's lawsuit, so they OK'd the Nascar Iron version Buick heads. But there were no heads to buy.
Jim could only make a few heads before the alum molds broke.
Frank Parts at 1'st said $70k, for a complete motor, with-out mag and injectors. I'm sure he was thinking of what a good Comp engine would cost from a pro race engine builder, but he may be thinking closer to $80k now with all the work that has been done to the block. I didn't ask him yet what just the heads would cost, but they are for sale.
Most everyone doesn't know how much time and money it took to create this motor. It started about 10 years ago when Frank was pissed about the QC on the New Zealand made Pro Action 14° iron heads, so though "can I make my own iron heads".
So he called NHRA, "what can and can't I do?", they gave him guidelines, then Parks gave them drawings, blueprints, then NHRA said OK, now send us a head, so $10k later for tooling, NHRA had a head. NHRA approved the "replacement Hemi " head for A/ND & B/ND for 2009 Comp racing. And since Heritage uses A/ND & B/ND rules for JrFuel, Frank and Scott raced the 1'st time at the 2015 March Meet.
Their own designed head is only half the story, allot of design and work on the block in order to make it all work. Like the OE 331 block doesn't have enough iron in the lifter area to use a 60mm cam and over one inch lift, work, work, work !
I tell ya it's something to see and hear.
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It has become "CHECKB >:( >:( K" racing
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i seen the car at famoso a few weeks ago . it was awesome so much detail and everything perfect! to bad there was a car in the other lane when it ran would have loved to hear just that car go down the track .
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It has become "CHECKB >:( >:( K" racing
Bruce, yes like many classes the racer with the best (most expensive) equipment usually wins. However....
What Frank and Scott Parks have done with this new combo is perhaps the best example of winning with ingenuity and back yard engineering that racing has seen in decades.
Name another class where guys screwed together a 60 year old block with parts they carved out in there shop in the back yard and set records? (salt flats stuff not withstanding)
Speaking of the handicapping system, when I was sponsoring and working on a JR fuel car 15 years ago they were always the one to beat. If they showed up we figured the best we were going to get was second. Not cubic dollars, they were just that good. Everyone in the class learned from them, even if we did not have one of their chassis. And I watched Scott lose a final in Tulsa to a low dollar car that just got lucky. Scott broke an oil pump shaft after the burn out and got beat by an 8.50 car. Gave me hope that the junk I eventually put together might be able to win. When I still ran that class I competed against cars who had more $ in cylinder heads than I had in my whole operation. Didn't win, but xxxx I had fun.
When I think of guys writing checks to buy the win, the Parks ain't it. They built it by hand.
I have a tremendous amount of respect for those boys from Kansas.
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So if Mr checkbook wanted to be just like them and could afford the 85k just to win $750 and the trophy, How would that be great for the Jr Fuel class as a whole? The tree stagger for the different classes would now have to be adjusted because of those times and to be fair to B & C, but what about the other cars in A that have to suffer the tree hit?
The whole 410 Jr Fuel deal started as one could pick up a used iron sprint car engine for cheap and have fun for minimum cost--- And there were a whole lot of cars back then too.
IIWK (If I were King) comercialy available blocks and heads only as delivered with "blueprinting"
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Can't totally disagree, if they offer that new hemi combo for sale it may change the dynamics. Or start another sub class.
I do love to see the innovation, and would hate for anyone to think those guys are check book racers. Cutting a check would not make anyone as successful as those guys.
When the Legends car series started I thought that was just the coolest thing. Spec cars, best driver wins. For the most part that turned into the guy with the biggest check book, or the biggest cheater that did not get caught won. That seems to be the way of most all spec type classes. Perhaps that is why index racing keeps gaining momentum.
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Comp Eliminator has always been a class that is near and dear to me and I agree that there are a lot of guy's with a great amount of money that race in it .There are also a lot of Comp racers who do not have big bank rolls that spend a lot of time working on there combo.s to make them quicker . I agree that it is not a cheap class to run buy what class is ? I have worked on a Comp team for the last ten years and it has been a great experience for me . I have learned from some of the best in the buisness and met a lot of dedicated racers along the way !
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Bruce,
$75 to $80K small blocks have been around in A/ND etc for a lot of years now so the Parks deal is not out of line money wise. Frank and Scott's package is a case of a couple of really smart guys looking outside the box that a lot of racers put themselves in. If you have the same package as the guy in the other lane and he can get it down the track as well as you then luck becomes a factor in the outcome of the race. Those Kansas guys don't rely much on luck to win races.
Sure, they would have to charge like the proverbial wounded bull to duplicate their entire car for a customer but a lot of it is simply the fact that they are willing to dedicate the time to be better than the rest. They don't go to the local bar when they get off work and they don't drive high dollar street cars or take vacations in exotic places--they work on their race car.
Remember the NHRA slogan from the early 60's? "Innovation in action" is these guys personified.
Roo
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Takes two things to go fast.Money and talent. Lots of money nornmally has advantage.Someone has to have the skill to build it.Even with skill it takes a fair amount of money . Don't believe me. Try building anything from ground up.Materials and tooling cost will amaze you. Parks have amazing skill and that hs gotten them the tooling to make aliving and some badass parts. If I had the tooling and a business that relied on me showing how good my stuff is I would spend a ton of money and time building the product to drive my business higher. Exactly what the Parks do and judging from internet chatter about the car it works.
My hats off to those guys.They get to build and drive race cars for aliving.I think they call that the american dream!
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Roo
your right on $70,000 to 80,000. 70,000 was 6 years ago and 5000.00 for a intake that we never got the bugs work out of before it was outlaw owell it just paper thank god it was not my paper. 8)
steve m
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Bob McKray builds his own engines, and does all his own head deveolpment, could prob build 2 (if not 3) engines for that cost.His car runnered up at the MM, His Driver (Don Enriques) drove it out the back whereas the "boys" shut off early and dropped mph to 162 and still maintained a lead. The 3 layer class handicap tree was supposed to bring all the classes of JF closer together in order for the class to survive as a true heads-up class.
I have nothing against them and what the did or how they did it, and as a NHRA Comp dragster its going to be killer, but will be racing simular minded cars and really trick an inovated engine builds and race budgets. What happens at the MM and CHRR is club racing
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Out here in corn country my wife and I promote an OTTPA tractor pull in our town. Like the Parks boys, the hard work and ingenuity is very impressive. The budget/entry level classes that are limited to a single turbo, regulated size pump, injectors and lines are running as hard as the multi turboed, max pump tractors were 10 or 15 years ago. But, like so often happens, the term budget does not mean cheap. Now it'll take at least 6 figures to compete in the budget classes.
Its the Nature of the beast.
Sorry to get off topic on tractors! Hats off to hard work and ingenuity.
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That car and engine are killer. But it is also WAAAAAAAAAY out of my budget. Reasons like this are why I cannot class race. And I know I am not alone in that fact.
Still it's super cool.
And yes, I am also drooling.
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Want a challange? Name anything in motorosports that does not grow cost ten fold topayout. While you may know one or two I will bet there are 10 that do for everyone of them.
Hey I use to run headsup class IHRA TA/FC and was in top of field most weekends.Spent a bunch of money but not as mcuh as some guys not running as quick. I FREAKING love that kind of racing.Highlight of life IMO,can not do it now.Cost has gone fron low 6 figure to high 6 figure and more for some.My income went way down also.Heck its take me 4 year to get car where it is now I use to spend more in one phone call. Point is it never gets cheaper to run ay class where headsup is name of game. Heck bracket racing is gone high dollar cmpared to when I started in 1986.
Cost of running is aproblem thru opout this sport,but seems I have heard that for decades.
The boys from Kanasas may spend some money, but they do a lot of development of pieces that are palin bad.They do draw some attention to nostalgia style cars especailly FED's.
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NHRA had a meeting last week in Gainsville to re-look at their approval of the Parks hemi heads, since NHRA tech passed them in 2008, and decided their approval still stands.
Jon
Jon, that is extremely interesting ... ? I'm surprised that the NHRA didn't recognize the glaring error in the comp nostalgia dragster categories. Most all of the other types/categories have several different breaks for head design and bore spacing. The ND classes are really based off a SBC with a wedge head and a 4.4 bore spacing. Common sense will tell you that a larger bore spacing (4.5625 early Chrysler) will allow for a larger port area, add that to a canted or hemi head, and the proof is in the pudding. Even if there was some magically approved iron hemi casting to fit a SBC or SBF, there is not enough physical room to compete with a larger bore spacing ... period. Was the NHRA just covering their butt for their previous oversight, or are they suddenly ignorant to physical limitations to internal combustion engine?
For the record, I'm playing more devil's advocate here. I'm thoroughly impressed with the Parks' effort, but I'm quite surprised that the NHRA and the Heritage Series didn't immediately bump the car to A/ND, regardless of injector size. The results would have been the same regardless of class.
Following; HS B/ND engine rule:
B/ND: 3.50 pounds per cubic inch, 1,300-pound minimum weight. Limited to OEM cast-iron Hemi; 23-degree small-block Chevy, big-block Chevy and Ford may use aftermarket cast-iron cylinder head, but stock valve angles must be retained. Raised runner 23-degree small-block Chevy cast-iron heads permitted (refer to NHRA B/ND rules)
Notice above that the early hemi is limited to "OEM cast-iron Hemi", while the SBC, BBC, and Ford are allowed an aftermarket head with an allowance for SBC RR head. The SWJFA further defines the aftermarket head as a replacement head. Logic would dictate that an approved replacement head would need a water-jacket as all the referenced aftermarket heads have. Regardless of a part number or not, these new early hemi heads are clearly aftermarket as defined by the rules. Many of us have known about the Parks' effort for years, but based on the above rule most, if not all, have assumed that the original 1950s cast heads were legal for B while these aftermarket castings were intended for and legal for A. I've read the HS B/ND rule upside down and backwards and cannot come up with any other interpretation than the one I just stated.
For those few people running an original early hemi head, this allowance has just escalated the cost of heads from roughly $4000 prepared to over $20,000. That doesn't include the associated hardware, and changes to the block to facilitate the use of these new castings. I would assume that many of the current Comp Eliminator B/ND cars will remain parked this year or longer, until the rules change or Parks move up to A. Especially if the index takes a major hit in B/ND.
Again, I admire what they've done, and if the sanctioning bodies are going to allow it then more power to the Parks'. Although, it kind of sucks for you Jon since you just got your original early hemi back in your car and you run in B.
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I find it interesting that after 10 years of SBC dominance of the NHRA Nostalgia Jr fuel class that now there would be advocacy for helping the beleaguered SBC combinations. Where was the outrage when raised runner 23 degree heads which were flowing over 400 cfm? The few Jr Fuel Hemis had a real hard time making minimum weight, and after a filled block, even harder. It is a well known principle in weight/cubic inch classes the minimum weight cars carry an advantage due to physics. I doubt any Hemi Jr fueler has ever been at minimum weight-advantage to the SBC. Hemis have also been difficult to achieve high compression, and efforts to fill a traced and profiled dome into a hemi combustion chamber has been unrewarding with flame propagation problems. SBC comp eliminator motors can easily reach 16:1 CR.
So SBC heads are available from some serious aftermarket, cutting edge head companies and now that is not good enough????
I root for the heads designed back in the Truman administration times.
-Andy Carlson
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Andy, the outrage has happened several times. First with Jim and Stacy Paul's Buick heads that were not legal until a lawsuit was threatened. Goodguys took out OEM in their rule book which allowed the heads and then opened the door for the SBC 14 degree New Zealand heads. Somewhere in the mix the RR 23 degree head came along, although the New Zealand heads ran away with the class. This resulted in dwindling car count and a split of the class into A and B fields with near total demise of the standard 23 degree SBC head that the class started with. Back in the mid 90s there were close to 30 Junior Fuelers at any given race, and it was second only to N/TF which had as many or more cars as well.
Many of the things you mentioned regarding weight were true in the early days with the SBC being lighter when using a stock 400 block and bowtie heads against the heavier early hemi making more HP. The wins were split fairly evenly between the two. The scarcity of the 400 blocks being replaced by heavier aftermarket blocks with increasing safety rules diminished the SBC weight advantage. Surprisingly, the early hemi combination is not quite as heavy as it looks when a little lightening effort is put into play, and certainly within reason to obtain the weight break for a 400 + cubic inch combination most people are running.
As for your other points, 16:1 compression may be obtainable, but is not necessarily the norm, and with todays cams it is no harder with a hemi than it is with a SBC. Having been involved with both an early hemi and a SBC, the flame propagation problems you mention are news to me. I've read about them on the internet, but have not seen any evidence of it in practice. Additionally, for the SBC heads, the availability is limited in the aftermarket, and the design is still based on a standard SBC inline wedge, which dictates a smaller valve area due to the smaller bore spacing and valve alignment. 370 cfm is about as high as I've ever seen in 23 degree RR head.
Also, understand that most of the nostalgia racers are racing on a budget that pales in comparison to those that are chasing the index advantage in Competition Eliminator. Ironically, that was another source of outrage when NHRA created comp nostalgia dragster classes. There were no high dollar pro built motors until NHRA's involvement. A top notch SBC can be built by a knowledgeable racer with about $25,000 to $30,000 in hard parts alone. Considering the lack of tech in other combinations, and the budget minded racers involved, the SBC is the go to engine of choice without much consideration of its shortcomings when compared with the glaring loopholes in the rules.
Considering our Junior Fueler was originally built for an early hemi, we'll gladly take on a partner willing to provide us with one of these killer $80,000 hemi's, and dump our $20,000 boat anchor ... lol. I have full confidence in our tuning ability, so we would certainly be a player. Scott and Frank are good friends and are only about four hours away, so show us the money!! ;D ;D
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Hey Andy, do you have or know where I can get those raised-runner 23° iron heads that flow 400 cfm for my SBC ? My RR SBC heads only flow 355 cfm. The 14° heads flow 400+ cfm. And yes our early iron Hemi is over weight, but we are working on that. One of my RR SBC was at 16 1/2:1 compression, but now mostly because of bigger cams the compression is more like 15 1/2:1. And Park's 14° SBC motors were more like 14 1/2, running over one inch valve lift, and 10,500 rpm, at 6.76, 197 mph, Racing Comp Elim.
Now Robin, you are telling NHRA they are ignorant, planning on racing any NHRA events ? LOL. Are you saying it's not right anyone can not run after market hemi heads like the SBC'S ? 1'st of all Hemi heads can run bigger valves than SBC because of the camber shapes. Don't get me wrong I'm not Happy about the Parks Hemi heads, but they did everything that NHRA asked them to do to get their heads approved for "replacement Hemi heads", as it says in the NHRA approval letter I saw at the March Meet. The NHRA guidelines they received when they 1'st asked was the new Hemi heads could not be any higher, longer, or valve angles could not be more or less than 3° from OE, as in the rule book for B/ND. I'm not trying to defend NHRA approval but maybe the water jacket issue is they have have approved lots of billet alum heads with no water jackets. I had one A/ND & B/ND racer call me after the Gainsville meeting and said he thought NHRA should have changed the rule book, but if they approved the heads for Hemi replacement, maybe that means the after market heads are like OE heads, just like the after market you and I run on our SBC's ? Keep in mind NHRA had the sample heads to look at and approve, it's not like they never saw them. I feel better about keeping JF class alive when Frank said they are only racing this year in JF Heritage, and has said they really don't want to hurt them self by changing the "B" handi cap, or screw-up our west coast deal. BTW, Parks will not show up at any SWJFA races, because their motor is 421 ci, which is legal for B/ND, since some Comp racer talked NHRA into increasing the ci limit from 410 to 430, and SWJFA, has kept it at 410.
There has been lots of talk about the N&P heads, that took them 10 years to build and get approved, but you should know they did their own design and machining, besides "thinking outside the box", and I've thought maybe it's time to go to real OEM heads. But of course that would mean we would only have one legal race car, ours with our early Hemi. But if you think that's a great idea, just send us the money to convert all of the other 8 teams that raced the MM to convert their motors to OEM part numbers. Or if that seems to much, then after market OE style heads like SWJFA might work better, then just just enough money to convert just 7 teams stuff. So lets say we go to the non raised runner SBC heads like you, that flow about 300 cfm, then what do we do with our Hemi that flows 370 cfm, it just doesn't seem fair to let the hemi out flow the SBC's. does it ?
Now, it does seem the N & P hemi heads should be "A" class, were the rule book seems to allow any valve angle and 3 1/8" injectors, but their valve angle is hemi OE, and they are using 2 7/8 injectors, so what makes them "A" heads ?
As far as the money issue, yes Comp racers have been spending $70k+ on complete race engines for years, but NONE of our guys that race JF Heritage have spent anywhere near that. We are budget racers too, and asking our racers to spend more money so we all can race in the same class and heads-up is not in the cards. At the March Meet, we had 3 "A", 5 "B" and 1 "C" cars. One "A" car broke so we had a full 8 car field. We will have one more "C" team joining us this year and another "A" car along with another hemi team. Matter-a-fact I know a Comp racer that over the winter spent $130 k on a Pro Stock motor to race in A/AP, and picked up 100 extra HP.
Maybe when the new JrFuel class was formed in the early 80's they should have really spelled out the rules, so only OEM heads would be allowed, and no grey area about after market heads, much less the Paul's Buick heads, but the rules were not that spelled out.
I wonder if some team made their own cast iron non-raised runner SBC heads and raced SWJFA, with OE head bolts, no plastic, and no lifter relocated, how that would fly ?
And what about Ford heads, they can be made to flow close to the 14° SBC heads. SWJFA allows iron Ford heads right ?
I hope this clears up some questions, and I'm not just stirring the pot !
Jon
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All the allowed motors are capable of 6.70 performance you just have to do the research and work on them. We built a 23 degree motor for the SWJF class and went out and won a championship with 23 cars participating, the result they outlawed it and several others and now have 7participants. How many of you work 12 hours a day 7 days a week 365days a year to support your passion and how many of you would put 10 years and countless hours into their race car. If you cant play with the big dogs run NE1 or a class you can afford that doesn't take research or work .Unlike many of our competitors our Engine was built in house with some unconventional Ideas but that is what Makes Drag Racing the sport that it is. No one wants to see a 7.40 car these days, We have 7.0 Pro which is faster than almost all the Jr Fuel cars so why would anyone want to see a heads class that is slower. Rant over.
Frank Parks
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Nothing like innovation to get folks riled up.
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I'm been slow to step in here and I apologize.
I want frank discussions to take place. They can so long as they do not get personal.
I have edited one reply here and it was a reply I wish I did not feel good about editing.
In my opinion racing is about creating a better mouse trap, do it with in the rules and you are a champion. Better mouse traps cost time to develop, ingenuity, creativity, and money to create.
You too can create a better mouse trap, spend the time and money to do it.
Don't begrudge someone that has.
Don't like the rules talk to the people that created them.
Everyone knows speed cost money, the faster you go the more it costs.
I have the time, but not the money, wish I did. I want to go faster.
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It has been a challenge in motorsports for decades to achieve parity in heads-up classes, witness what NHRA did with weight breaks for Pro Stock in the 1970s. A lot of the top teams spent a lot of time coming up with ways to mitigate some of the perceived severe penalties levied against their combinations (Remember the 4-door 'Tijuana Taxi' Maverick with its Cleveland 351?
Jr Fuel had a simple premise, early small blocks with cast iron heads/blocks. Unlike Ford, Chevy has no canted valve small blocks (which allow much larger valves than a true wedge). I am surprised that a competitive 351 Cleveland hasn't surfaced in Jr fuel. Might just run away from all competition, and back we would be faced with parity. Maybe a rule change to allow short stroke BBC 420" engines could help, but seeing a big block in a Jr Fuel car wouldn't seem quite right to me. Perhaps make Jr Fuel a spec class, SBC only, might work; certainly THAT would be a level playing field!
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I would think if you want to increase the car counts instead of making the rules so restrictive you might want to open them up a little.Is there a reason why you have to use a cast iron head ? both a+b both use an aftermarket head anyway so why not use an alluminum head that can be repaired for a lot less money . I think that the weight break is just fine at 3.5 . My thoughts would be to allow any head in a and make b a true wedge class with in line valves. Like I said just my thoughts . Bill
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Andy, Thanks for thinking of JrFuel, the main rule book for JF is on the Heritage site and JrFuelDragsterAssociation.com, and also NHRA Comp A/ND & B/ND. and there you will see Ford, Hemi, BBC, besides SBC engines are allowed. Matter-a-fact 10 years ago Art Chrisman built and raced a 410 cl BBC, but found with the current combos back then it was not competitive with the new 14° SBC iron heads so they put the BBC on a shelve until 2014 , and ran 7.30's at the Calif Hot Rod Reunion, which I'm sure is the quickest BBC JF in the world, but not good enough to compete with the 7.0's the SBC were running. I told Art that he could go to 430 ci since NHRA increased the engine size limit from 410 to 430, which would really help the BBC, in two ways, it would make the 3.5 lbs / ci rule [ the lighten BBC weighs 100 lbs more than the SBC] and with the BBC big bore the only way to make the 410 ci is using a short stroke crank, like 3 1/4" and that makes it hard to build compression. Alky likes 16+ compression. I'd love to have my SBC ports as big as a Big Block. Anyway they took the easier way and put one of their 14° SBC in their dragster and raced "JFA". Also about 10 years ago a team built a Ford JF, but not with a Cleveland head which is what I think would work. A team in Ohio, Tom Frey, built such a combo including relocated exhaust ports done by Bob McKray Performance and even Frank Parks said that car would keep up with them at the time and it's a "B" car., running against their "A" car. Tom just had allot of trans problems, got hurt and quit.
So you are right Andy a Ford combo is worth looking at and Art Chrisman's BBC is for sale, just get a longer crank and pistons to match, everything else is there. Art's deal is a real deal, because you couldn't buy just the parts for $15k.
Jon JFDA
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Andy, I remember it looked unusual to see a Pro Stock car with 4 doors removed in the pits. But it was one bad taxi ride!
Jr. Fuel today is not what it was 45 or 50 years ago. It’s got to the point where there are currently cars that are considered to fit into Jr. Fuel rules running Chevy 23* heads, 23* raised runner heads, 14* raised runner heads, OEM hemi heads and replacement hemi heads. Add to that OEM Cleveland heads, big block Chevy heads and anything else that comes close and there is be a big range of horse power potential based just on the air flow of the cylinder heads. Hard to make a level playing field with all the iron out there already. As far as a spec engine, there would be a lot of folks having to change a lot of parts, probably myself included, at a good deal of expense. Even changing to aluminum heads will result in needing different piston profiles and the rest of the expense that goes with it.
Trying to run a heads-up class with cars of differing horsepower potential takes rules. Some rules we like, some we don’t. But the objectives of the west coast Junior Fuel Dragster Association and Southwest Junior Fuel Association is to have a setting where we can race similar cars under rules we as members agree to and that keeps this thing called junior fuel running down the track a quarter of a mile at a time.
Frank and Scott Parks are the definition of hard core Comp Eliminator racers as recently witnessed by the performance of their new hemi at the March Meet. What can I say, WOW! And it only took them 12 years to get there. But this is kind of hard work and dedication that it takes to win in Comp Elimination at a NHRA national level.
So Jr. Fuel now has different meaning to those of us involved in running these injected alcohol burning front engine dragsters. If you want to get involved and run a car without spending a boat load of money then there are groups like the Southwest Heritage Racing Association that have indexes to run against. If you want heads-up competition there’s the SWJFA as well as the JFDA with their no breakout indexes. And if you want to go all out, then NHRA has a class to race your badass 10,600rpm FED at national events scattered across the country.
Where does it go from here? It goes wherever we allow it to go. Me, I’m just glad to have made a boat load of new friends that also enjoy injected FEDs and that I have options as to where and when I can race my hotrod, even if I live here in the middle of Kansas! Trying to get a bunch of racers to agree on one set of rules with all that’s out there already could be a mighty big mountain to climb. But I’m willing to listen.
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Its not just the motor it is all the little things that make a car go fast and most guys just wont do it all. I am pretty sure if our hemi was in several of the other cars out there it wouldn't be as fast. It is the whole package. Converter, Gear, Tire, Driver, Car, Wheels, wings, and every part at its maximum potential. We try to help everyone to be faster but most just want easy answers, there is no easy way you have to do it all not just the big things.
Frank
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Well Bill, the Alum head rule has been talked about for years. When the new-nostalgia JrFuel class was 1'st conceived they wanted rules to keep the cost down, so no nitro, and cast iron heads and blocks. Alum heads were more costly then.
The problem we are faced with about changing the rules is we already have a car count problem, and to ask some if not all of the current teams to buy heads, pistons, valve train, and maybe injectors would no doubt chase some of the current teams away. BTW do you know when burning injected alky, iron heads make more power than alum, and iron heads can be fixed, I've done it myself. There are a couple of A/ND, B/ND Comp teams that have talked to NHRA about allowing alum heads. So far they turned it down, you see unlike SWJFA Heritage is a NHRA series, and any change in Heritage rules would also apply to Comp, and vice-verse. One of the teams that lobbied NHRA about alum heads said since RHS was no longer making 14° heads is why they should allow alum heads. When they asked me what I thought, I said "so the main reason you want alum heads is because RHS is no longer making your iron heads right ? so then if you open that can of worms , then I can use alum heads on my Hemi, right ? because Chrysler hasn't made those heads since 1954, and he said "OH NO ! Be careful what you ask for.
I'm just trying to keep JrFuel alive and exciting as a class, with out asking the current teams to re-invent their combo and spend a bunch of money. When I have asked some NE-1 [ 7.60 bracket] teams what do we need to change in order to have them race JrFuel, and they said JF takes too much time and money to race heads up, even with the Handi-caps and no break-out.
As other have said if you want more affordable FED racing, race brackets, NE-1, NE-2 etc of if you are near SHRA race their 1/8 mile brackets, where if your motor is kinda worn out, and not competitive, just add more nitro. You see in bracket racing there is only one rule other than safety rules, "Don't go faster than the bracket". So you can burn nitro, and or a blower, etc. It drives me kinda crazy when I see what looks like a Brad Andersen Blown Alky hemi running 7.60's. talk about working hard [ on trying to slow it down to 7.60's].
So the real question is if we changed the rules so they are less restrictive and allow alum heads, WHO would build and race with us. Under the current plan and rules we are increasing the car count, I think mostly because we are having fun and enjoy helping each team run better.
There is so much talk about heads/ motors, and not enough talk about really using the motor combo you have by looking at your combo from the back of the block to the rear-end and tires. Like change the converter to work better with your motor combo, and maybe change the 1'st gear in the trans, and change the rear gear, again so it allows your motor to work better, and change your tire size, you may be running slicks that are too big and not getting enough tire speed to keep the engine in the RPM range it's happy with.
Boy I guess I've gotten off the main topic.
So just think about what kind of racing you want and can afford to race.
BTW, I raced nitro JrFuel from 1963-68 in the MidWest, with all iron SBC, went 191 mph in 1964.
Jon
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Its not just the motor it is all the little things that make a car go fast and most guys just wont do it all. I am pretty sure if our hemi was in several of the other cars out there it wouldn't be as fast. It is the whole package. Converter, Gear, Tire, Driver, Car, Wheels, wings, and every part at its maximum potential. We try to help everyone to be faster but most just want easy answers, there is no easy way you have to do it all not just the big things.
Frank
People don't just want easy answers, they want easy CHEAP answers. Racing heads up will never be cheap. People are always trying to invent inexpensive heads up racing and it inevitably gets out of hand. The index classes may be the best bang for the buck.
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Jon,
You must remove "bracket" from your vocabulary--- NE classes and 7.0 are INDEX, I will repeat it again for the visually impared--- NE classes and 7.0 are INDEX.
Bracket racing is where a group of cars not matched in potential but fit within a 1 or 2 second ET range or "bracket" and the tree is adjusted to compinsate for the slower car based on the ET potential each car has witch is posted on the window
NE and 7.0 are run "Heads up" meaning the the tree is not handicapped for unevenly matched cars and both cars leave at the same time and the Target number/INDEX is/can be achived by both cars.
Both style use a "breakout clause" meaning that if one goes below the number written on the window or quicker than the "Index" that run loses. In bracket racing that clause is to eliminate SANDBAGGING in order to get a handicap advantage with the tree, and in INDEX racing it is there to prevent cost from skyrocketing.
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Frank I applaud all your efforts to build the quickest possible car you can! I wish I had half your talent my car would be much quicker than it is. I am a fan of yours
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Jon Thanks for the explaination about the heads . My thought was that more guys would be willing to jump in your class with more liberal rules . I have a great interest in both Comp and Jr fuel and want to see both classes grow ! Bill
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Thanks Bill for your interest in comp and JrFuel racing. I'm uncertain that allowing alum heads would attract more teams, and I don't want the current Heritage JrFuel teams feeling they have to spend a bunch on a rule change. Also, let me repeat, "iron heads make more power than alum". An example came from a Texas racer bought/ built a set of iron heads when SWJFA changed their rules to come closer to Heritage rules, So the racer not happy he was going to add more weight, dyno tested his new iron heads, and was shocked to see he picked-up 50 hp over his alum heads. With no other changes, IE same valve sizes, port size and combustion size. OK, now you ask, HOW can that happen, alum cools better than iron, so you have more heat in your combustion cambers, and alky likes more heat, besides the fact that heat IS energy. I try to get my heads up to 200° with water in the block and heads, while staging. You may have to lean your barrel valve [ and readjust your idle] to built good heat.
When I was looking at alum head options I looked for alum "Spec" heads to try to keep cost down, but only found heads that flowed less than our current iron heads. If we do allow alum heads, does that mean we could run the latest Gen Hemi heads ? Or AJR billet heads ?
So Bill, if your comp car can switch to iron heads .................
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If modern Jr Fuel can't tip the can, shouldn't it be called Jr Alky instead?? ;D
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Again when the new nostalgia JrFuel was formed in the 80's, the idea was to make the new cars LOOK like the nitro JF cars of the 60's, and not cost as much to build and race. Also the new JF cars could not run the same combo as the nitro JF, because nobody makes a slick that you could smoke to 1/2 track, plus it seems all tracks use VHT, so smokers was out. New rules were NO nitro [ pure methanol] , max tire width 12", 2 speed auto trans [ no Lenco] which means Powerglide, 3.5 lb/ci like the old days, stack injectors, zoomie pipes, and all iron heads and blocks. Then when some teams discovered the New Zealand made 14° & 23° raised runner iron heads the performance picked up, and because it costs about $20k to convert to the 14° combo, some racers suggested making an "A" and a "B" class.
I hope this clears-up some questions.
BTW isn't methanol a "FUEL" it's not gasoline , right ?
Jon
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Again when the new nostalgia JrFuel was formed in the 80's, the idea was to make the new cars LOOK like the nitro JF cars of the 60's, and not cost as much to build and race. Also the new JF cars could not run the same combo as the nitro JF, because nobody makes a slick that you could smoke to 1/2 track, plus it seems all tracks use VHT, so smokers was out. New rules were NO nitro [ pure methanol] , max tire width 12", 2 speed auto trans [ no Lenco] which means Powerglide, 3.5 lb/ci like the old days, stack injectors, zoomie pipes, and all iron heads and blocks. Then when some teams discovered the New Zealand made 14° & 23° raised runner iron heads the performance picked up, and because it costs about $20k to convert to the 14° combo, some racers suggested making an "A" and a "B" class.
I hope this clears-up some questions.
BTW isn't methanol a "FUEL" it's not gasoline , right ?
Jon
Thanks for the education Jon!
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Ricardo you now owe Jon 10 bucks. Hey baby education in America cost money. Running joke of mine and just seemed to fit.
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Only top fuel was required to smoke the tires. According to Ferd Roades as the head of the NDRA(before anyone else got involved) after it was taken from Tom Prufer.
1991 rulebook exerpts
Trans- cars may be direct drive or 2 speed automatic only
Tires- Max 11.5" measured across the top
Engine- Block and heads must be cast iron automotive "Small Block Type" Engine size limited to 410cid, Hemi-style may not exceed 360cid.
Fuel is limited to gas or alcohol only-- nitro is not allowed
The reason for a 410cid was thew availability of Iron 410 sprint car engines (after everyone went to aluminum) One could get injector to pan 410 for around $3500
Now when GG's/VRA got involved in vintage style racing(mostly NorCal) their RB was a little different.
OEM Small Block. No alloy heads allowed.VRA definition of "small block shall be all engines nationaly reconized as small blocks(wedge or canted valve engines) originally produced with under 366 cid.
Engine will be injected only , NITRO ALLOWED, Direct drive, Automatic, or manual 2-speed trans only
Tires Max 11" measured across the top
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How about this little gem from the 1994 ANRA Rulebook
"Intended for grassroots heads-up racing in slingshot dragsters. Not intended as a "test bed" for crossover technology from other forms of racing. Restrictions in place to keep cost in line and still offer highly competitive heads-up racing"
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McKrays heads are 22-year old Dart Sportsman II OEM replacement type that a SBC cast iron exhaust manifold will bolt to.
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Is that the same set of heads that someone said a dozen years ago that Bob has “hogged out as a life passion"? Give him credit, he can make some serious horsepower with those "C" heads.
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Yes they are the same heads.
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from Nostalgia Drag World Magazine
http://nostalgiadragworld.com/v2i12-paulhutchins-jrfuel.php
The ABCs of Junior Fuel
by Paul Hutchins
What’s the deal with the different classes in Heritage Series Junior Fuel? The simple answer is that it allows more teams to compete on a level and fair basis. So it must be about weight and cubic inches? No, that’s what divided the classes in the 60s before the direct drive, injected nitro D/Fuel cars of that era became the original flyweight Junior Fuel cars at Lions. In contrast, the 2014 Junior Fuelers run alcohol, a 12” tire, a max. of 430 ci, and Powerglides.
Heads up Junior Fuel racing under these rules, that were first established in 1984, almost died a few years back when some of the teams started using exotic heads on their small block Chevrolets. They were dominating the field with passes in the 6s. The initial effort to keep the rest of the teams racing was “A” and “B” fields based on e.t.‘s…and it remained heads up racing. This evolved into a move to A, B and C classes based on SBC head design, and the teams racing each other on dial-in-handi-caps using the Pro Tree. Now, as in other handi-cap racing, a C car can compete with an A car with a fair chance to win.
The “A” cars are allowed any valve angle in a SBC and a 3 1/8 “ injector.
“B” cars are restricted to a raised runner 23 degree valve angle and 2 7/8" injectors. “B” cars can also run OEM Hemis and Ford heads.
The “C” class is limited to non-raised runner heads on the SBCs and a 2 7/8” injector.
The current handi-cap dial-in for “A” cars is 6.89, “B” is 6.98 and “C” is 7.20. The baseline for A and B was set using the NHRA national records for A/ND and B/ND cars racing in Comp Eliminator. Since there is no C/ND in Comp Eliminator, the handi-cap for the Heritage Series C cars is 7.20 based on the quickest pass in Heritage Series eliminations. While Comp Eliminator records set the original marks for A and B, the handi-caps can be lowered only in Heritage Series eliminations. The cars race on a no break-out rule. That is, if a car runs better than their class handi-cap, they do not lose the race, but the very next race will be against the new handi-cap mark that was just set.
Jon Hansen is the current director of the the Junior Fuel Dragster Association based in California. Primary sponsors are Mallory Print.Com and Hayden Wheels. Associate sponsors include A-1 Transmissions, S&W Race Cars, Motul Race Oil, and Engine Research Company (ERC) Race Fuels.
There is also a Junior Fuel group based in Texas. The “Southwest Junior Fuel Association“. They have over 20 active teams and race heads up 1/8 mile with a single class that is equivalent to Heritage Series “C“. Several of the SWJF teams have competed at the CHRRs in past years, and at the National Hot Rod Reunion at Bowling Green. Only Heritage Junior Fuel "C" teams and SWJFA teams are invited to the Bowling Green race.
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Just as a point of clarification to the article, The Southwest Junior Fuel Association races the majority of its races on ¼ mile facilities. For this year, and the last 2 years as well, SWJFA has only raced the 1/8 mile track at Ardmore, OK. More 1/8 mile events are always welcome though. At a ¼ mile track the association races for the full 1320 feet.
If Jon doesn’t get a chance to post the qualifying results on the JFDA website for this weekend’s Sacramento JF race, maybe consider posting them here?