5. Level Five: Now it's getting serious. Whether they are racing in brackets or in a Sportsman class now is when it has become a business for many racers. A lot of investment, a chance to win some high dollar races. An example is an NHRA National event. They can win $15,000 to $18,000 in one of the Super Classes, Stock or Super Stock with the right contingency decals. The equipment they buy can be deducted from income taxes if done properly. They approach it on a business level, but still have a "day job" to support the family, the house and the expense of racing when the event wins are few and far between.

6. Level Six is NOT a sportsman level racer. I put it in here just to let you know I recognize this type of racers and I respect them for their dedication and ability. In my opinion they are "professional" in every sense of the word. Their main job day in and day out is drag racing. Not many actually make a living with their winnings but some do. How about the nearly $300,000 Scotty Richardson pocketed in 2000! Some of these "professional sportsman" have sponsors that pay their expenses and others are just wealthy and winnings aren't really important to them. Why do they win a lot of races? Full-time preparation of the racecars and themselves. No distractions from their job, vacation time, etc.

"Spec-Dragster" revisited: Without a doubt one of the most responded to subjects I have ever written about is "Spec-Dragster." I really got a lot of responses and some great ideas. I wonder if NOW is the time for "Spec-Dragster." Some ideas I received were terrific, and how a "Spec-Dragster" can be a good "fit" for a lot of racers is interesting. A lot of you know how local tracks seem to be doing less bracket racing and are really swinging towards the Test & Tune nights, heads-up street classes and so on. The reason is simple: more people in the pits and in the bleachers. Why? It is an easier style of racing to understand.

Now this is how one of the readers sees "Spec-Dragster" fitting in. With some very conservative rules the "Spec-Dragster" could be part of the "show" on those Heads-up Nights, street machine races and so on. The "Spec-Dragster" can also be used as a regular bracket car. Add a delay box if you want to run S/Pro or just footbrake it if you choose. A very economical way to be able to do a lot of racing on a budget.

Some of the ideas for a heads-up class I liked are:

1. Crate motors only. GM, Ford, or Chrysler. Final part numbers to be set when some tests are run. Possible header size restrictions to equal out combinations.

2. Mandatory chassis specs and minimum weight rule. Chassis can be rear engine dragster, front engine dragster or center drive altered. One idea was for a "spec-builder", all chassis from one builder…maybe, I am not too sure about that one.

3. "Spec" rear slick size, one that will last a long time and offer reliable traction.

4. Powerglide transmission, (wires to transbrake must be unhooked for heads up) but can be in trans for use in S/Pro.

5. No delay box, No throttle controllers, No 2-Steps, No air or electric shifters, No playback tachs.

6. "Spec" carburetor and OEM/Crate intake. No internal engine modifications permitted, must meet Crate Specs. One idea was to allow any size crate motor but use restrictors on header collectors to eliminate any advantage. Big motors won't breath through a 2" collector.

There were a lot of good ideas and in one of these issues I am going to announce that we are going to build a couple of these cars to take to some races. Right now my plate is full with "Project 4-Link" but maybe we can start on one by the end of summer. Stay tuned and we will see how it all comes out.

In the Upper Midwest the racing season is just underway. The first IHRA HCS race is coming up at Cordova, IL. Wish my new dragster was ready but it is still a few weeks away. Wiped the dust off the old Dart and we'll see how the old "Attitude Adjustment" does in 2001.

See ya at the 'strip, Race-On and Race-Safe

Good Luck in 2001 and BE SAFE!!!!! (We need the readers!)

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