CORRECTIONS TO PRUDHOMME HISTORY #3
On the Don Prudhomme "100 Wins...." story I noticed
a couple of things. The McEwen over Prudhomme Indy Funny
Car final in the photo was in 1978 (6.05 @ 235.60 for McEwen
topping Prudhomme's 6.33 @ 224.43). McEwen's son Jamie had
passed away from
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leukemia just before the race, so it made
the win that much more special for "The 'Goose."
When Prudhomme won the Pomona Winternationals in 1965 in
Top Fuel it was with Roland's "Hawaiian", not the
Greer, Black, & Prudhomme car. Roland and "The Snake" won
Top Fuel at Indy in 1965 too.
As far as the total of Prudhomme's wins making him the winningest
Top Fuel racer ever, if you use the same scale counting wins
at major independant races, AHRA, IHRA, and everything else
under the sun, wouldn't Garlits be in the hunt? I agree with
you, plenty of the AHRA, IHRA, and major independent races "back
in the day" featured fields that were no easier to beat
than the field at Pomona or Indy. I just think if you use
the same measuring stick Garlits probably has more wins than
Prudhomme.
Thank you for your time. Keep up the good work on the web
site!!
Have a great day!!
Aaron G.
SPEC ENGINE REDUX
Mr. Tocher: I just read your editorial about the "Spec'
engine and I really agree with you. I think the time is actually
past when we need to rein in the speeds and ET's of the
nitro cars. They are just going too damn fast. The runs are
already so quick that as a spectator, if you blink, you miss
them. And I echo your sentiments exactly that as a long-time
fan of the drags, I marvel at how little I can tell about
how fast/quick a run is until the times pop up on the score
board. Additional speed is just a matter of fiddling with
the technology and the top crew chiefs will continue to find
ways to get the cars to go faster.
At what point do we say we're going too fast? It's a judgement
call, but I say we're there, and we've been there for a few
years. I think it's important to start moving the focus,
and the excitement, from running "big numbers" to
close racing with no oildowns. Big numbers and new records
have always been a key feature of the fuel classes, and I
get as jazzed as anybody about a new low ET or top speed.
But sitting through endless oildown clean ups like we used
to do was always a major problem with our sport. Thankfully,
those have diminished greatly, but only because NHRA forced
the crew chiefs hands.
And I also agree that if this helps to get costs somewhat
back in line, it will keep the drags being the one sport
where a true independent, weekend nitro racer can show up
to a national event and possibly qualify and go some rounds
on Sunday. You don't see that in NASCAR or at Indianapolis
anymore. At any rate, I think this path that NHRA looks to
be taking may indeed have merit, and giving it a try is a
good idea.
Regards,
Jon Clark
Hornell, NY
ALCOHOL CLASSES AT SPORTSNATIONALS
Hey, once again you're
right on the money with the lack of TAD/TAFC at the SPORTSnationals.
I enjoy racing at division races for the sole reason of
not getting bumped by the pros (you know the Super class
whipping boy) and getting to watch the alcohol cars race.
They run almost as fast and get through quicker with less
slow-downs. It's a crying shame those guys get screwed at
the SPORTSnationals, and for what, greed. In your article
you cited NHRA as saying they had a bazillion (ok, that's
an exaggeration) cars there, all paying a couple hundred
for a couple thousand dollar pay out, plus the packed stands;
they could afford to pay out at least 8 qualifiers per alcohol
class. I like the idea of the Pro Mods but the alcohol cars
are just as exciting and constantly faster.
Anyway, thanks for getting these kinds of things out there
so we don't have to drink the NHRA/National Dragster kool-aid.
Keith Niemann
SC 5123
