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Carolina Modified Tour - Hammer Down

Written by on May 1, 2000 A Needed Modification On Modified Racing
Carolina Modified Tour - Hammer Down View All 1 Photos
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If necessity is indeed the mother of invention, then the Carolina Modified Tour (CMT) was a necessary invention. Not too long ago, Modified racing in the Carolinas was seeking a defined direction and was slowly losing popularity and recognition in an area dominated by Late Model racing. Two drivers, Jim Long Jr. and David Taylor, then running open wheel cars under the United Midwestern Promoters (UMP) sanctioning body, were unhappy with the lack of growth in the area's Modified ranks, so they developed what is now known as CMT. And Modified racing in the Carolina's has not been the same since.

Humble Beginnings"We ran under UMP sanctioning for three years," says Long Jr., now president and promoter of CMT, "but it was not growing, and there wasn't anyone building any cars. We were basically stagnant at about eight cars a race. The promoters, the fans, and the drivers were not happy, so we decided to start our own series in the winter of 1997."

Long Jr., a former UMP South Carolina State Champion, drove in CMT's first year, but during the winter break of 1998, he chose to step out from behind the wheel and get behind the reigns of CMT. "My partner and I both had cars in competition," Long Jr., says, "but I saw the need for dedicated management, so I stopped driving. My partner, however, wanted to continue driving, so I decided to buy him out. There were absolutely no hard feelings involved in the sale, it was just that our priorities were different."

CMT started humbly. The first official race was in March 1998, and the 21-race season was run on just five tracks and averaged about 12 cars competing in each race. But CMT raised the winners share from $500 to $750 in 1999 and saw growth in both the number of tracks (nine) and the average starting field (16).

"One encouraging fact about last season," says Long Jr., "was that one race had a high car count of 27 cars, and we had 60 different cars and drivers run with us, so we know the word is starting to get out." The majority of drivers hail from the Carolinas, and most races are run on tracks in North and South Carolina. But CMT is beginning to feature drivers from Florida, Kentucky, Tennessee, and West Virginia, and the 2000 season has two races in Savannah and Newington, Georgia, on the docket.

"This year, we will probably run on 14 different tracks in those three states," Long Jr. says. "We are still working on a few things to expand over into eastern Tennessee and possibly Virginia and West Virginia. The main thing we are trying to do is create relationships with some of the other series that sanction Modifieds in our area. For example, over this year's weekend in Savannah, we will race in conjunction with the Southern Automobile Racing Association (SARA), where our drivers will race with the SARA drivers."

There are no televised races on the 2000 schedule, but Long Jr. is confident that the growing car count, the emergence of a title sponsor, and the sheer excitement of Modified racing will bring expanded media coverage to CMT.

"This racing is as good as any in the country," Long Jr. boasts. "The Modifieds put on a great show, even better than a lot of Late Model races I see, simply because the Modifieds don't mind banging a little. The Late

Models have become so expensive, so it is easy to understand why they aren't out there bumping around. But the Modifieds don't mind a little fender rubbing. That's why they have nerf bars on both sides."

Modifieds With Spoilers?The first and most obvious physical difference between CMT and conventional Modifieds is an 8-inch spoiler similar to those found on Super Late Models. That's right, a spoiler on a Modified. Unusual as that may sound, there is a definite reason for giving Modifieds their wings.

"We found that these cars, with the spoilers, really appeal to the fans in the Mid-Atlantic/Southern states," Long Jr. reveals. "The spoiler is mainly there for cosmetic reasons, but a by-product is that it allows the drivers to hook the car up better."

How much better? The second year CMT visited the 51/48-mile flat track in Savannah, this time with the spoilers installed, the cars ran almost a full second faster per lap.

Most chassis are store-bought, including GRT, Harris, DirtWorks, and Throwing Dirt Chassis. The Hoosier tires used for 1999 may be switched to another brand, but at the moment, CMT cars will be shod with Hoosiers again in 2000.

The CMT Modifieds run on an 8-inch-wide tire. Drivers can basically run whatever engine they choose (but no aluminum blocks), yet most run methanol-burning Chevy 362ci or small-block 400ci motors. Typically, the engines make about 500-600 hp, and, combined with a 2,300-pound total weight, without driver, these Modifieds can boogie.

Traditionally, Modifieds run an engine claim rule to help keep racing costs down. CMT's claim rule is $1,000 dollars and a mandatory swap, meaning a driver can claim the race winner, if said driver finishes in the top five, is on the lead lap, and pays $1,000 and his motor. This prevents one driver from "out-dollaring" every other competitor and ensures competitive racing.

Another unique rule, one that was actually developed and accepted by CMT drivers, is that if one driver wins three races in a row, that driver is required to start the following race at the rear of the field.

Fast, Yet Easy on the Wallet"When we starting this series, we wanted to pay more money to the racer and keep racing costs down," Long Jr. says. "We call it 'low-budget technical racing.' Typically, you think of a low-budget racer as something like a Street Stock, but most of these CMT cars have rear suspensions like Late Models. So these cars give the driver an opportunity to work with the car and learn technology and techniques.

"Also, for next season, we made a deal with Franklin Racing Products. We will promote their product while they put an economy rearend together for us." New for 2000, this rule will allow drivers to adapt gear changes more easily to changing track conditions and lengths from night to night.

CMT drivers range in experience from relative beginners to veterans who are looking for competitive racing without the cost of more expensive series. A complete CMT car can be purchased for $9,000 to $13,000 (less motor and transmission), depending on the chassis manufacturer. Roughly another $4,000 goes into the engine, $1,000 into the transmission, and $4,000 to $15,000 a year, depending on traveling needs and tastes. So, a season with CMT-sans any repair bills, of course-sets a driver back anywhere from $18,000 to $33,000, which is very favorable for a professional racing series. And the series pays well, too.

"There is money to be made in CMT," Long Jr. says. "For next season, we are going to pay $1,000 to win, and we have added five more paid spots in the points, from the top 10 to the top 15. Plus, we have doubled the point champion's winnings to $5,000, and the points fund will go from $12,000 to $18,000."

Besides the points fund, there is a yearly Rookie of the Year award and a Hard Charger award. The latter award goes to a driver who typically does not run up front but continually improves positions at each feature.

A weekly racing event begins at the driver's meeting, where a drawing determines starting positions for heat races. CMT normally runs heats, but they do stage qualifying for races with larger purses.

"We charge a race entry fee of $15 per week to help cover our administrative costs," says Long Jr. "Last year, however, each racer was guaranteed $100 just for racing in the feature, so we make sure we pay good money down the line, not just to runners up front, because not everyone can finish in the top five. We recognize that it costs the guy in the back of the field just as much to get to the race as it costs the guy who won. You won't get rich that way, but at least you get something to help pay for gas and the entry fee."

The starting lineup for the feature is usually established after three heat races. The winner of the each heat race receives five points toward the championship crown, Second Place gets three, Third gets two, and Fourth on back gets one point. Essentially, if you start the heat race, you get at least one championship point.

Home for the HolidaysThe 21- to 22-race 2000 season will begin at Fayetteville, North Carolina, on April 1, and the season culminates with the $2000-to-win Carolina Shootout, also in Fayetteville, on October 21. There is one aspect, though, of CMT's schedule that is unlike most, if not all, other Modified racing series: time off for the holidays.

"We take all the major holidays off," says Long Jr. "The reason for this is that we want to be what I call 'family-friendly.' So we take off holiday weekends like Easter, Memorial, Labor, and Independence Day-and even Mother's and Father's Day. So even with 21 or 22 races, we have plenty of time in our schedule to take those weekends off."

Poised for a BreakoutThough still searching for a title sponsor to help push CMT to the next level, Long Jr. is highly optimistic about the 2000 season and beyond.

"This coming season will really be our breakout year," Long Jr. predicts. "With the $1,000-to-win money we are offering, I think we will attract people to start building cars just for CMT. We want to continue to build the division-that is what we want from this series."

As Late Model racing costs rise, Long Jr. believes his series will become the logical choice for the racer who wants exciting racing without the high price tag and, in turn, help CMT become more recognized.

"We would like to get CMT to where we are a major player in the Modified market," Long Jr. concludes. "I just want CMT be known as a series dedicated to the Modifieds." In racing, dedication is half the battle.

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1934 Ford So-Cal Coupe - Legends Of The Salt, Part I

Written by on October 1, 2002 Contributors: Alex Xydias, Chuck Griffith, Jim Travis, Richard Stricker Alex Xydias And The So-Cal Speed Shop
1934 Ford So-Cal Coupe - Legends Of The Salt, Part I View All 7 Photos

Probably no race car in existence has been campaigned as long and as hard as this chopped and channeled ’34 Ford. The men who had a part in this old hot rod’s evolution, preservation, and triumphs, as well as the lives it touched along the way, are unequaled in racing. Undefeated in drag racing and a record holder at Bonneville, Hot Rod magazine dubbed it the “Double-Threat Coupe” way back in 1954.

Like a talent scout who turns a bit player into a movie star, Alex Xydias rescued an also-ran and created a winner—the So-Cal Coupe. The Coupe’s time with Alex and the So-Cal Speed Shop is only part of its history. In part one of this saga, we’ll explore the critical path that led to Alex’s acquisition of the Coupe as well as his experiences with it.

Alex Xydias

As a schoolboy growing up in Hollywood, Alex recalls that he was “a typical hot rod kid. My first car was a roadster, I took auto shop in high school, and I went up to the lakes to watch my heros Vic Edelbrock and Bob Rufi run.” The young spectator was hooked. Alex vowed to return as a competitor someday. During WWII, Alex served as a B-17 engineer. While at home on leave, Alex saw some kids street racing and decided that he wanted to open a speed shop when the war ended. In 1946, Alex opened the So-Cal Speed Shop in Burbank and realized his dream.

By 1948, with his speed shop in full swing, it was time for Alex to turn his other dream into reality—to compete at the lakes. Alex formed a team consisting of Keith Baldwin, Rich French, and Dick Flint. “I wanted something that was a real race car to go with the speed shop. I needed to be in a class where I could be recognized and try to set records,” emphasizes Alex.

The crew began construction of a Class A streamliner in February 1948 using two halves of a P-38 drop (fuel) tank for the body. Power was provided by a 156ci Ford V8-60. During the construction of the car, Vic Edelbrock Sr. showed Alex how to get the most out of the tiny engine, helping the team make a record run of 130.155 mph at El Mirage that August. Alex states, “We set several records at every lakes meet in 1948, even breaking our own records.”

While the belly tank was in the Streamliner class, it obviously didn’t resemble a streamliner. Frankly, it looked like what it was—a fuel tank on wheels.

Open-wheel cars like the belly tank were later placed in the Lakester class. Thus set the stage for a second car that had the look of a true streamliner. The sleek, butter-smooth race car screamed into the record books at the First Bonneville National Speed Trials going 193 mph. Because of its appearance and performance (the more efficient body of the new car made it 30 mph faster than any hot rod before it), Alex’s fully enclosed car generated a new Streamliner class. To compete at the first Bonneville event sanctioned by SCTA in 1949 was, in itself, historical, but to have the top speed of the meet is one of the reasons why Alex is a legend.

A May ’49 Hot Rod magazine feature story, written by Alex’s life-long friend Wally Parks, covered the first Bonneville meet. Parks wrote, “The first running of the Bonneville National Speed Trials was assured of success when the team of Alex Xydias and Dean Batchelor, assisted by Bobby Meeks [employed by Vic Edelbrock Sr.], fired their So-Cal Special Streamliner through the five-mile course at a speed of 187 mph.” Parks continued, “The most outstanding car, not only in performance but in its striking appearance as well, the little flat Streamliner was the smoothest-running machine on the course.”

Alex raised the bar at Bonneville that year to 210 mph with the streamliner, as astounding in its day as Andy Green’s sound-barrier record. Competing on the beach during Daytona Speed Week in 1951, the streamliner, sponsored by Hot Rod and driven by Bill Dailey, was demolished due to strong crosswinds and washboard surface conditions.

Roadsters Versus Coupes

In the beginning of dry lakes racing, the roadster was king. When the ’33-’34 Ford coupe came to Bonneville in later years, however, it became highly desirable. Alex had this to say about closed cars: “When we were kids, we didn’t think that a coupe was a real hot rod…. SCTA was where it was at—the roadster was a hot rod.”

The Russetta Timing Association was formed because rodders with closed cars weren’t recognized by SCTA at the dry lakes. By chopping, channeling, and sectioning the bodies, closed cars could be made more wind-efficient than the favored roadsters. The greater the chop, the lower the silhouette. However, the tops were coming down so low that Russetta was concerned about the safety factor and limited the vertical height of the windshield to 7 inches. Bobbie Meeks, the legendary engine builder and SCTA Champion, told us that he and the Pierson brothers built their coupe to comply with Russetta’s rule. Meeks says, “The part [Russetta] left out was the angle, and that makes a big difference.” The Pierson team limited the chop to 7 inches but laid the windshield back as far as they could while still enabling Bob Pierson to see forward.

The Birth Of The So-Cal Coupe

Alex remembered going to the Santa Barbara area and purchasing what he called an “unfinished car” in white primer. In a 1983 The 12port News article, the late Mark Dees wrote that Alex Xydias bought the chopped and channeled ’34 coupe Dees crewed on at Bonneville in 1951. That coupe had been campaigned by Jim Gray and Russell Lanthorne from the Oxnard/Ventura area, running a GMC six. The late Rip Erickson and John “Cruiser” Quinton shared the driving. We found the 89-year-old John Quinton in Santa Barbara, the sole survivor of the Lanthorne & Gray crew. John shed some light on the coupe’s early efforts.

The crew was a three- way partnership between Quinton, Lanthorne, and Gray. John says, “It was a stock ’34 we picked up in Ventura. A guy that worked for a local body shop volunteered to help us chop the top. We decided to run a GMC instead of a flathead like the Pierson Brothers ran—we figured we could get more horsepower. We ordered the nose from Frank Kurtis. [After we sold the car,] I took the quick-change out of it and kept the 18-inch Bonneville tires. I still have the quick-change underneath my ’29 roadster. I never saw those guys after we split up in 1951,” recalls John.

By this time, Alex had built a reputation for constructing well-engineered race cars. Prepared to build his coupe from the ground up (just the way he had his two streamliners), Alex had found the basic components for a race car in his newly acquired ’34 Ford.

“I was going to run the belly tank with Clyde [Sturdy] again in 1953 at Bonneville with the same three engines we ran in 1952—even though we were probably going to get blown off because the overheads had caught on,” says Alex. “Tom Cobb and Buddy Fox [SCTA points champions in 1952] knew I was working on the Coupe at home. They said, ‘If you loan us the Coupe to run, we’ll help you get it done in time for Bonneville.’ I agreed as long as they ran it as the ‘So-Cal Coupe.’”

Beyond Bonneville, local drag racing in Southern California, with Santa Ana and Pomona’s weekly events, was natural for Alex. “I built the Coupe because I wanted to go to the drag races,” Alex says. “I could see that the drags were growing. It gave us something to do on weekends rather than just going to Bonneville.”

Alex’s team consisted of Keith Baldwin, Tom Cobb, Dick Calrossi, Buddy Fox, Phil Freudiger, and Clyde Sturdy—all volunteers. Alex pioneered the way a racing team should look and perform. The workmanship and planning that went into building the Coupe had other competitors raising their own standards.

When the car reappeared on the scene as the beautiful So-Cal Coupe, its radical appearance shrouded the fact that much of the car was ’34 Ford, including the frame, front axle, and steering. But its attributes were more than skin deep. Concealed beneath its deceptive flat hood was a GMC 4-71 Roots supercharger. So-Cal crew member Tom Cobb had figured out how to attach it directly to the crankshaft of the ’48 Merc flathead, rather than using a beltdrive. He’d even devised a wastegate to keep the blower from over-pressurizing the engine’s crankcase. The arrangement was revolutionary for its time.

The high standards of Alex’s team garnered an invitation to show the Coupe at Robert Petersen’s Motorama auto show in L.A.

Dual-Purpose Racer

As soon as the So-Cal Coupe rolled off the trailer, it began setting records and turning heads. The Coupe appeared on the cover of Hot Rod magazine and was the subject of a feature story by the man who succeeded Wally Parks as editor, the late Bob Green. “Clean as they come,” wrote Green, referring to the Coupe in the May ’54 Hot Rod . It was the Coupe’s dual roles as both a land-speed racer and a drag car that led Green to tag it the “Double-Threat Coupe.”

Even more impressive were the unparalleled speeds recorded on its first outing at Bonneville. The sleek three-window streaked across the Salt for a two-way average of 172.749 mph, winning an SCTA Class C Competition Coupe/Sedan record.

But that wasn’t enough to satiate the So-Cal team. “As soon as we came back from the ’53 Bonneville meet, Buddy [Fox] and I took the blower off, returned it to Tom [Cobb], and went drag racing,” relates Alex. At the drags, the unblown flathead set the record in the NHRA’s B Modified class by turning 121.16 mph—15 mph faster than anyone had ever run in that class.

Destiny played a part in the ’34’s next transition: Alex realized the flathead Ford V-8 days were numbered and began to familiarize himself with overhead-valve engines. He might have gone the way of his competitors with a Hemi Chrysler when a fellow hot rodder happened into his store one day with a brand-new set of Ardun heads. Of course, Zora Arkus-Duntov’s aluminum hemispherical heads for Ford’s flathead are rodding legend now, but they were still relatively unknown when Alex purchased that pair. Fate emerged again when a new 4-71 blower crossed the So-Cal counter. Alex built the new engine himself using the newly acquired speed parts.

Just before leaving for Bonneville the following year, Alex took the Coupe to Sepulveda Boulevard, a popular stretch for early-morning street racing. “We never got a good run [on Sepulveda] with the Ardun. We took it off the trailer and fired it up to be sure it would run. It ran, but popped several times. We didn’t pay any attention to that. We put it back on the trailer and headed for Bonneville—big mistake. I wish I had checked it out, because it had a dead condenser in the mag. First, we broke the blower shaft when we got to Bonneville, so we went into Salt Lake and wasted a few days getting a shaft made and splined. The rest of the week we just popped all the way through the course.”

Primarily hard-core spectators and racers’ families and friends frequented Bonneville and the dry lakes, but the drag races at the Pomona Fairgrounds and Santa Ana were attracting the general public. Being a racer, Alex was interested in running the Coupe as often as possible. He also recognized that there wasn’t a better place to showcase his business and products than right in his own backyard. Spectators were treated to not only the sights, but also the sounds of a supercharged race car.

Alex recalled the sound the ’34 made with the Ardun heads the first time he drove down the dragstrip: “Nobody had heard it before, and it just made an incredible sound. Everybody in the pits jumped up on their running boards to see what was making that sound. When the crew came down [at the end of my run] to pick me up, they were just jumping up and down. We held the record at 124 mph when we ran the flathead. This was the first time we had run the Ardun at the drags, so when they told me my time was 132.79, I was just stunned.”

Alcohol Or Nitro?

Alex’s approach to racing was simple: The car had to last in order to win. He has this to say about horsepower in a bottle: “Despite the fact that everybody was well into nitro by 1953, our philosophy was ‘As long as we’re winning, let’s be conservative with it.’ We were still running alcohol with the Ardun at Pomona. We finally ran 10 percent nitro and felt we were really going out on a wild limb! Looking back, when we made the 132-mph run and Dave backed it up with a 128-mph run, we were thinking, Boy, next Sunday we’re going to Santa Ana and we’re going to set the record down there. We had heard that Santa Ana was a faster track—as much as 5 mph faster than Pomona. We thought, When we go, we’re going to put in 20 percent. We were way behind the curve on nitro…the other guys were running 40 percent.”

Tragedy Strikes

Speed in all forms of racing was increasing, and in drag racing—with the advent of the blower and nitro—even more so. Safety equipment lagged behind the new sport, only requiring a helmet, seatbelt, and rollbar. Many of the rollbars were positioned below the driver’s head, and the belts were primarily WWII surplus. Events began taking place on the dragstrips that concerned NHRA, and the association started taking steps to better protect the driver.

“Clutches were blowing out of cars all the time back then,” Alex remembers. “Almost every safety device, scattershields, firesuits, fire extinguishers, and eventually parachutes, came out of those tragedies. Safety equipment was unfortunately not up to speed yet—it usually took an accident to correct a problem. You couldn’t stop those things with just rear drum brakes if something went wrong with the engine; you didn’t have any compression that could slow you down,” states Alex.

Jim Travis (who later owned the Coupe for 28 years) was at Pomona in the pits when the mechanical failure occurred in the So-Cal Coupe. He says, “I could hear that thing turning—sounded like it was turning ten grand, and it blew up. The clutch let go. The fuel tank was right next to the bellhousing—there was no scattershield, and it caught fire. The driver [Dave DeLangton], who was wearing only a T-shirt, opened the door and jumped out. The car freewheeled the whole length of the fairground with nobody in it…as straight as an arrow, just from the initial launch in Second gear off the starting line. It went through the chainlink fence, crossed the road, hit the dirt embankment of the golf course [located just south of the fairgrounds], and stopped.”

At one point, Alex thought that DeLangton would rally, and there was hope that the team could continue running the Coupe. A month later, DeLangton died of burns he sustained inside the ’34, causing Alex to make the decision to stop racing and dispose of the Coupe.

Although the ’34 would leave Alex and the So-Cal Speed Shop racing stable, its days of competition were far from over.

(Continued Next Month)

More Photos From This Article View Slideshow

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Speedway Motors Ride Height Adjusters

Written by on January 20, 2014 Must Adjust
Speedway Motors Ride Height Adjusters View All 13 Photos

We were checking out Speedway Motors' bolt-together 1935-40 Ford display chassis recently and noticed something interesting about its Mustang II–style front suspension. The upper spring seats feature threaded adjusters, which allow the fine-tuning of ride height and suspension geometry. When we commented on this feature, we were told that not only was it standard on the 1935-40 IFS crossmember (as well as the similar 1947-54 Chevy pickup crossmember), but that Speedway also offers similar adjusters that can be installed on just about any aftermarket Mustang II–style IFS setup.

The concept behind Speedway's Mustang II Ride Height Adjusters is pretty simple: The upper spring seat is built on a threaded adjuster sleeve, which fits inside a threaded adjuster ring mounted to the spring tower on your frame. This allows the upper spring seat to be adjusted up or down to fine-tune your car's final ride height up to 2 inches. One of the primary benefits of this is the ability to adjust the suspension for proper travel and geometry, especially as the coil springs age and settle. Of course, many rodders will also like the idea of making slight altitude adjustments to fine-tune the appearance of their car, too. The adjusters can be used with nearly any aftermarket Mustang II–style front suspension that uses conventional coil springs and shocks.

We were able to walk through a sample installation of Speedway's ride height adjusters recently and found the process to be simple and straightforward. Take a look and see if these adjusters might be the solution you need for your ride-height woes, or maybe just a helpful tuning option to incorporate into your next Mustang II install.

Speedway Motors Mustang Ii Ride Height Adjusters 2/13 1. Need some adjustment in your Mustang II IFS? These Mustang II Ride Height Adjusters from Speedway Motors can help you fine-tune your suspension ride height up to 2 inches.
Mustang Ii Ride Height Adjuster Kit 3/13 2. The Mustang II Ride Height Adjuster Kit consists of two threaded adjuster sleeves/upper spring seats, plus two adjuster rings that mount to the spring towers. Hardware and instructions are also included.
Mustang Ii Spring Towers Stamped Shock Cups 4/13 3. Most aftermarket Mustang II–style spring towers have stamped shock cups on top, which are part of the coil spring seats on the underside. These will need to be removed in order to install the Speedway ride height adjusters.
Underside Of Shock Cups 5/13 4. Here is the underside of the spring towers.
Use Plasma Cutter To Remove Towers 6/13 5. Ideally, you’ll use a plasma cutter or hole saw to remove the towers and machine a 3 3/8-inch hole for the adjuster base. You can also use a cutoff wheel (shown here).
Clean Opening And Test Fit Adjuster Ring 7/13 6. After cutting the hole, you’ll want to clean up the opening and test-fit the adjuster ring. It’s important not to make the hole too large, as that can interfere with the mounting holes and bolts.
Mark Where Holes Need To Be Drilled On Spring Tower 8/13 7. Once your hole is machined, place the adjuster ring upside down in the hole and use the three pre-drilled and threaded mounting holes on the ring to mark where holes will need to be drilled on the spring tower.
Drill Out Mounting Holes 9/13 8. Use a 17/64-inch drill bit to drill out the mounting holes.
Screw In Adjuster Ring 10/13 9. Install the adjuster ring from the bottom side of the spring tower and secure it in place using the supplied button-head bolts. You’ll want to use a thread locker on the bolts on final assembly. You can also tack weld the adjuster base in place, if you prefer.
Install Adjuster Sleeve 11/13 10. Install the adjuster sleeve by threading it in from the bottom and adjusting it to midpoint.
Install Grease Fittings 12/13 11. Install the grease fittings and set screws into the adjuster ring and grease the adjusters.
Use Adjuster Wrench To Adjust Sleeve 13/13 12. Once your suspension is assembled, you can use this adjuster wrench (available for purchase separately) to adjust the sleeve up or down and fine-tune the ride height. You will want to do this with the suspension unloaded.

Speedway Motors
Lincoln, ME 68528

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Camshaft 101 - Timing Tech

Written by on May 1, 2008 Top Techniques And Tips For Setting Your Camshaft Timing
Camshaft 101 - Timing Tech View All 8 Photos
Ctrp 0805 01 Z+cam+degreeing 1/8 Craig "The Professor" Hibdon, explains the finer points of degreeing in a camshaft to a class of future racers at the NASCAR Technical Institute in Mooresville, NC.

Checking and adjusting the camshaft timing can be a little bit intimidating to racers or first-time engine builders because it is a bit complex at first. But it is also vitally important because getting it wrong can cost you serious power. Plus, the ability to modify your cam timing can help tailor your engine's power curve to your needs.

Proof of this is the fact that students in the NASCAR Technical Institute's upper-level race engines class begin their course by spending an entire day or more discussing nothing but camshaft timing. Issues such as checking cam timing to make sure it matches up with your camshaft card, advancing or retarding the camshaft to influence power production, and even checking and understanding how such things as overlap, duration, and even total valve lift are taught as a foundation because it affects almost everything else.

Ctrp 0805 02 Z+cam+hands On 2/8 Precisely finding piston top dead center is the first task in degreeing a cam. Fortunately, this can be done with the degree wheel and a pointer (which you will be using for the other tasks) as well as a piston stop.

We understand that long how-to articles about degreeing in a camshaft can make a reader's eyes glaze over, but when we heard instructor Craig Hibdon's methods for teaching camshaft timing and how well his students responded to it, we asked if we could base an article on his class. The NASCAR Tech Institute's method for degreeing a cam isn't unique; in fact, most engine builders follow some variation of this method. But the methods Hidbon uses to present these sometimes difficult concepts are about as simple and easy to understand as we've ever heard. So, turn to page one in your textbooks class, we're about to have some fun.

Finding piston TDCTiming your camshaft involves measuring total lobe lift, the lobe centerlines for both the intake and exhaust lobes, camshaft duration at 0.050-inch lift, and lobe separation. But before we can do any of that, we first have to find the crankshaft location when the piston in the number-one cylinder is at top dead center (TDC).

After you have installed your crankshaft and camshaft and connected the two with your timing set, take a moment to make sure you have your cam installed "straight up," which means the tick marks on the timing gears point toward each other. At this point, the camshaft should be installed as your cam manufacturer intended. But it should always be checked because any number of variables can throw off cam timing. These factors include, but are not limited to, an improperly marked timing chain, errors when machining the block, assembly errors, or even an improperly ground camshaft.

Ctrp 0805 03 Z+cam+team Work 3/8 You can purchase kits with dial indicators made to fit into the lifter bore to measure lobe lift, but all you really need is a dial indicator with a feeler extension and a moveable magnetic stand such as you see here. For best results, you want no lubricant on the lobes when making your measurements.

To find piston TDC, you will need a degree wheel attached to your crankshaft, a degree-wheel pointer, and a piston stop. Install the degree wheel on the nose of the crankshaft and position your pointer-often just a piece of wire-over the degree wheel, as close as possible without touching it. Your piston stop can thread into the spark plug holes or simply be a strap that pulls over the deck of the block. It doesn't matter as long as it keeps the piston from reaching TDC.

Slowly spin the crank clockwise until the top of the piston contacts the piston stop, and check the position of the pointer on the degree wheel. Count up from the zero mark on the wheel and make note of it. Now, slowly spin the crank counterclockwise until the piston makes contact with the piston stop again. And once again, make note of the degrees on the degree wheel in the direction closest from the zero mark. In other words, both of your readings should be less than 180 degrees. Now, find the average of those two numbers. For example, if your readings were 36.75 in the clockwise direction and 35.25 when turning the crankshaft counterclockwise, the average is 36 degrees.

Remove the piston stop and spin the crankshaft until the pointer is over the 36-degree mark, which is between your two readings. Your piston is now at TDC. Readjust your degree wheel-without allowing the crankshaft to move-so that the zero mark on the wheel is underneath the pointer. Now we are set to get to work.

Ctrp 0805 04 Z+cam+degree Wheel 1 4/8 To determine lobe centerline, measure at 0.050 on either side of maximum lobe lift and take your readings from the degree wheel. The average of those numbers is your centerline. For example, if your readings are 60 degrees when the lifter is 0.050 before maxium lobe lift (A) and 148.5 degrees when the lifter has dropped 0.050-inch after maximum lift (B), then your centerline is at 104.25 degrees.

Measuring lobe lift is extremely simple. All you need is a valid indicator with an extension so you can reach the cam lobe through the lifter bore. The indicator should be in the same line that the lifter would follow in order for the readings to be accurate.

Spin the crankshaft until the dial indicator is on the cam lobe's base circle. That is the area on the back side of the lobe that provides zero lift. When you know the dial indicator is on the base circle, zero out your gauge. Now, spin the crank and keep an eye on the indicator. As the lobe moves underneath the end of the dial indicator, the needle will start moving. Watch until the needle stops and begins to move in the opposite direction. This is maximum lobe lift.

It is important to note that lobe lift is not the same thing as valve lift. If you are checking against your cam card, make sure you are looking at lobe lift numbers. To determine total valve lift, multiply your maximum lobe lift findings by your rocker ratio. For example, if total lobe lift is 0.420-inch and you are using 1.6:1 ratio rocker arms, your total valve lift should be 0.672-inch.

The lobe centerline is defined as where max valve lift occurs and is measured in terms of crankshaft degrees from piston TDC. Lobe centerline is often-but not always-the halfway point of that lobe's duration. When this happens, it is called an "asymmetrical lobe" and is usually reserved for ultra high-end race cams.

Begin with the dial indicator in place on the intake lobe for the number-one cylinder and rotate the crankshaft clockwise until you reach the valve's maximum lift. Zero out your dial indicator. Now rotate the crank counterclockwise until you have dropped at least 0.100 in valve lift. Spinning the crank clockwise again, turn the engine until the dial reads 0.050. The 0.050 is our target number, but we went beyond it and then came back because you always want to take your readings with the engine turning in the same direction it will be when running. Slack in the timing chain can throw your readings off if you take any measurements when spinning the engine backwards. If you have all eight pistons installed, the rings can make turning the engine over and hitting your marks difficult. If you accidentally go too far, back up and try again. Just do not take any readings directly after turning the crank counterclockwise.

Ctrp 0805 05 Z+cam+degree Wheel 2 5/8 The NASCAR Technical Institute's worksheet for determining lobe centerline. Courtesy of NTI

Once you have the indicator on 0.050, take a reading from the degree wheel. Most degree wheels allow you to measure in degrees from TDC (the zero mark) in both directions. Count the degrees from TDC to your pointer along the shortest path. In other words, your reading should be less than 180 degrees. Once you have that measurement taken, rotate the engine clockwise past maximum valve lift until it has dropped 0.050 on the other side. Take your measurement from the degree wheel once again. And again, take the shortest path as you count up from the TDC mark to the pointer (it should be less than 180 degrees).

Your centerline is the average of those two numbers. For example, if your readings were 60 and 145.5 degrees, then your centerline would be 102.75. This means that the intake valve reaches max lift 102.75 degrees after the piston has reached TDC. Repeat the process again for the exhaust valve.

Ctrp 0805 06 Z+cam+degree Wheel 3 6/8 The process for measuring duration is similar to finding lobe centerline, except you measure when the lifter is raised 0.050 off the cam's base circle, or zero lift, (A) and again when the lifter is 0.050 away from being on the base circle again (B).

Once you are able to determine your lobe centerline, it is possible to influence your engine's power band by advancing or retarding the camshaft's position relative to the block. There are several different ways to change your cam timing, but all vary the relationship between the cam gear and the crank gear in some way.

Advancing the cam timing moves the valve opening and closing events earlier in the cycle. Since the relationship between the intake and exhaust lobes cannot be changed, advancing or retarding a cam affects both the intake and exhaust valve equally. Also, the most important thing advancing or retarding a camshaft affects for engine power is when it closes the intake valve. For example, if the camshaft is advanced, the intake valve closes sooner. This typically increases cranking compression on a high-duration race cam. The result is more torque and power in the lower rpm ranges. But as the rpms increase, the velocity of the air/fuel charge in the intake ports also increases dramatically and the early intake valve closing hurts power.

Ctrp 0805 09 Z+cam+degree Wheel 4 7/8 The NASCAR Technical Institute's worksheet for determining duration. Courtesy of NTI

On the other hand, if the camshaft is retarded, the intake valve will close later (usually sometime during the compression stroke). As you might expect, this drops cranking compression and hurts low-rpm power. But as rpm increases and cylinder filling is aided by the extreme velocity of the air/fuel charge in the ports, a retarded camshaft will help power. Usually, the change-either advancing or retarding-should be less than eight degrees. If you need to go more than that you should consider using a different cam.

Duration is the amount of time the valve (either the intake or exhaust) is open. Like centerline, it is measured in terms of degrees of crankshaft rotation. This number is fixed once the crankshaft is ground and will not change if it is advanced or retarded.

There are two types of durations, typically called "advertised" and "at 0.050." The difference is a matter of measurement, specifically when you consider a valve to be open. Advertised duration is the number that the manufacturers supply. But you cannot compare advertised duration numbers because almost all manufacturers use different valve lift numbers to begin measuring duration. One manufacturer may begin measuring duration at 0.003 of valve lift while another may use 0.006. Also, because the lifter is still moving relatively slowly at such low lift numbers, it is quite hard to accurately measure.

The tactic most engine builders take is to mainly concern themselves with duration at 0.050. This means the number of crankshaft degrees the cam holds the valve open from the point that it raises 0.050-inch off the seat until it is lowered to within 0.050 from the seat. Most cam cards will provide duration numbers at 0.050, and it is easy to measure at this amount of lift.

Ctrp 0805 13 Z+cam+degree Wheel 5 8/8 The NASCAR Technical Institute's worksheet for determining lobe separation angle. Courtesy of NTI

Begin as you did before with a dial indicator on the lobe of the cam. This time, however, position the cam so the dial indicator is sitting on the base circle (zero lift) and zero out the dial. Rotate the engine in the normal direction of rotation until you have 0.050 lift and look at your degree wheel. Count your degrees from either TDC or BDC (whichever is closer) and make a note of it. This is your opening number.

Next, continue rotating the engine through camshaft max lift and stop when the lifter is 0.050-inch from the base circle. Again, count the degrees from either TDC or BDC to the pointer and note it. This is your closing number. Both the opening and closing numbers should never be more than 90 degrees. To find duration, add your opening number, plus your closing number, plus 180 degrees. For example, if your opening number is 38.25 and your closing number is 67, your duration for that lobe would be 285.25.

When checking duration, you should check both for the intake and exhaust. More duration in a camshaft, both for the intake and the exhaust lobes, is usually useful for racing. Just like retarding a cam, a longer duration will delay the valve closing, which can lower cranking compression but will allow for greater cylinder filling at high rpm levels.

The lobe separation angle is a measure of the relationship between the intake and exhaust lobes for the same cylinder and the only measurement discussed in this article that is measured in camshaft degrees of rotation. Lobe separation angle (LSA) is found by adding the intake and exhaust centerlines and then dividing by two. Typically, a camshaft with a wider LSA (higher numerically) will have less overlap than a camshaft with a narrower angle. But don't be fooled into thinking that LSA always goes hand-in-hand with overlap. A race cam with a 112 LSA may have more overlap than a street cam with the same LSA. That is because the race cam will almost certainly have lobes with more duration, which also creates more overlap.

NASCAR Technical Institute

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Old 03-19-2008, 12:46 PM
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Originally Posted by malc
A lady walks into a very upscale jewelry shop. She
browses around, spots a beautiful diamond bracelet and
walks over to inspect it. Bending over to get a
closer look, she accidently passes gas.

Extremely embarrassed, she freezes for a few moments
and then slowly straightens up and turns around to see
whether anyone has noticed her little accident. Her
worst fears are confirmed in the form of a salesman
standing right behind her.

Cool as a cucumber, the salesman greets the lady with
a very professional, "Good day, Madam. How may we help
you today?"

Hoping against hope that he may just not have been
there at the time of her little 'accident', she asks,
"Sir, what is the price of this lovely bracelet? "

He answers, "Madam, if you farted just looking at it,
you're going to crap when I tell you the price."
ooh yeah!!! just remember;it's better to fart and bear the shame,than not to fart and bear the pain!!
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Hot Rod Forum : Hotrodders Bulletin Board > Tech Help> Garage - Tools> What temp for a power coat oven??.
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Topic Review (Newest First)
02-26-2013 01:27 PM I bought my oven from the local Habitat for Humanities (Re-store). $25.00 and works great. An old sixties built in electric wall oven. i set it on a couple of cement blocks and wired it up to 220 and started coating. Big enuff to do a wheel. But I usually just do trim and valve covers etc.
02-26-2013 12:13 PM
1Gary Well I got this email back from the seller:

Internal dimensions measure 14"x14"x14".

The manufacturer is Blue M Electric Company.

At first I was going to ask you guys had ever heard of that company.Then I did a search on Ebay and found this:

blue-m oven | eBay

So I think I'll pass on this one.Aside from the things I want it for myself,I was considering taking in side work in my personal shop like the size of wheels on down.What you guys think about that??.
02-25-2013 12:34 PM I also do many small parts. Different powders require various heats. Manufacturer of powder usually states desired temp in their tech sheets. Usually 425-250 degrees.
02-25-2013 11:59 AM
1Gary One of the things that does concern me is like for aluminum rims.I do want the best coating I can get in the longevity and finish,but I do think about distortion baking the part too hot.

The seller emailed me back telling me that oven's heat range is from 250 to 700.
02-25-2013 11:42 AM
Joe G When we powdercoat, we preheat the oven (and part if it's thick) to 450. Coat the part and put it in the 450 degree oven for 4-5 minutes (until the powder becomes glossy), and then reduce the heat to 400 and let it bake for 20 minutes. We only do small parts, So our oven is just an electric range we found on Craig's List for $50.

Hope this helps...
02-25-2013 11:31 AM
1Gary Spelling error-should read powder coat.
02-25-2013 10:33 AM
What temp for a power coat oven??.

What temps should I shoot for for a power coat oven??Aluminum parts or steel parts??. I am looking at his one:

Lab Oven/Curing Oven

Sure seems like 700 is all full hot!!!.

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Hot Rod Forum : Hotrodders Bulletin Board > Tech Help> Suspension - Brakes - Steering> lower ball joints
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Topic Review (Newest First)
11-15-2006 10:12 AM
stoney 81ta Thanks guys for your replies.
11-14-2006 02:16 PM
poncho62 Ive never seen one that worn out..................maybe, in the roundy round cars.
11-14-2006 02:13 PM
johnsongrass1 Pressed in lowers you mean? Yes. I have done it. When they are too worn out to hold one anymore.

I didnt' say do it though.
11-13-2006 10:45 PM
stoney 81ta
lower ball joints

Has anyone done or heard of tack weld the lower balljoints to stop them from poppin out.

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Old olds rear ends Front loader - Hot Rod Forum : Hotrodders Bulletin Board
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Post Old olds rear ends Front loader

Hello i have a chance to buy a old olds rear, with the round gear cover housing, and front loader,This is the one that was used in all the Gassers drag racing in the 60s,This is all ready set up to bolt in x frame impala. Is there still parts around for this diff.Or will anything interchange. Thank You Scott

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i also have this rear diff, there are some parts still available i just put new wheel cylenders all new bearings and gears and spool.also , the only new gears are available are up to 488s ,i found a set of used 536's from rears and gears in NY. i need 556's so if you get a line on them please e-mail me @ radnovass@aol.com.hope i was helpful.GLENN

[ February 12, 2002: Message edited by: RADNOVASS ]</p>
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chadman322 09-16-2012 12:26 AM

replacing Map sensor
On the back of my intake on my LS1 engine is i believe the map sensor. i dont think my map sensor is actually broken but the plastic part it hooks onto is broken. (The piece that fits onto the back of the intake and has a hose going to my brakes.) I have been looking everywhere it seems like to find that piece to buy and replace but cant find it anywhere and not even sure what it is called. my engine is from a 2001 camaro 5.7 LS1. anyone know where i can purchase that piece or what it is called??

LATECH 09-16-2012 06:57 AM

I am not sure without checking. It does look like a MAP sensor. The underhood vacuum diagram will show it.
At any rate It is probably a dealer item.

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At least I've heard of Nason. When I called my local paint store to see what inexpensive primers they had, I'd never heard of their brands.

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Nason is the 'economy' line of DuPont paints. It is pretty good and the epoxy primer dries extremely hard. Their BC has most of the same color ranges as DuPont, but it is shy of solids so more has to be applied for the same coverage. It's made primarily for low end repairs, i.e. just before a car goes to auction, for a quickie resale or if the car just needs to be presentable. It is NOT really a custom paint like the DuPont, PPG, Sikkens, RM and a few others.
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Grumpy driving down the track the wrong way,yelling,,,,too funny.
In the pits the cars were ribbonned off.
Can you immagine now days a driver sweeping the track? I think Grumpy was mad because the first and third run ,Landy beat him by a country mile.Landy may have given him round 2 so there could be a round 3.If I remember,Landy ran a 9.0,thats how far pro stocks have come.
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Perris, CA., Feb. 25, 2012 The Perris Auto Speedway season opener Saturday February 25 was a winner in terms of car counts, track preparation, weather conditions, fan attendance and on-track competition. Oval Entertainment, LLC president Don Kazarian presented an all open-wheel triple-header topped by the fan-favorite, non-wing USAC-CRA 410 cubic inch sprint cars. Lively winged California Lightning Sprints (some call these cars mini-sprints) and wingless 360 cu. in. PAS Senior Sprints that were beginning year two as a separate group racing only for trophies. All senior drivers must be age 45+ and all of their 360 cu. in. engines must have less expensive cast iron blocks. All three divisions raced heats and main events.

Car Counts: The USAC-CRA 410 sprints had 37 cars in the pits, up from 27 cars at the PAS season opener on Sat. 3/12/11. The CLS (typically 1,000cc or 1,250cc motorcycle engine powered) had 20 cars present, the same total they had for the PAS opener last year. The PAS Senior Sprints, known affectionately as “Flying Fossils”, had ten cars in competition, up from five cars for their inaugural race as a group last March in Victorville. Triple 7 chassis builder John Aden said he will have three more senior sprints in action at PAS March 31. He said the No. 7a and 45 cars will compete then. Track management hopes to have 15 or more seniors competing this season in companion races with the 410 sprinters. That goal seems realistic.

Track Preparation: PAS had the half-mile clay oval in ideal condition for a new track record. Sensational Nic Faas, 22, obliged by breaking the nine-year old one-lap track record of 15.954, which Damion Gardner set on 10/31/02 during the Oval Nationals. Nic, the 29th of 37 qualifiers, blistered the old 1-L TR mark with a 15.833 on his second timed lap. Nic ran a 16.2 on his first of two qualifying laps in the No. 4 Mark Alexander Spike sponsored by Scott Sales Co./VP Racing Fuels. Faas, a CSU Fullerton student, beat the second fastest qualifier Matt Mitchell time by more than half a second—15.833 to Matt's 16.424 or 0.631. That is an amazing spread in sprint car racing at Perris. Faas scored a clean sweep—FQ time, heat win and $2,500 main event victory—was reminiscent of his opening night Oval Nationals dominant victory on Thursday 11-3-11. ..... The late February weather was almost ideal. It was 72 degrees at 4:15 pm and still 52 degrees after the final main event ended at 10:43 pm. What wind there was was mild, a fact that kept the track moist and racy all night. Flags at turn two were limp most of the evening.

Fan Attendance: The crowd in the main grandstand from turns four to one seemed to be about three-fourths full versus two-thirds full for the PAS sprint car opener last year. On-track competition thrilled racing fans who were winter-weary from lack of racing since last November. Passing was commonplace all night. USAC-CRA 10-lap heat races had nine or ten car fields with eight car inverted lineups with the fastest qualifiers in row four. Heat winners Faas, Austin Williams, Greg Alexander and Andy Forsberg came from starting positions eight, seven, five and three respectively. B-main winner Bud Kaeding (whose dad Brent was in the pits) started on the pole as the fastest qualifier in the straight-up starting lineup. Faas, the 30-lap feature winner, started eighth, as 17 of the 23 starters finished with all drivers on the lead lap.

With Lance Jennings writing the USAC-CRA Sokola Shootout race story and PAS chief announcer Scott Daloisio covering the CLS racing as usual, I will concentrate here on the PAS Senior Sprints competition,which had to open the eyes of some spectators. Seniors did not run qualifying laps and raced one 8-lap heat race and a 20-lap main event with all ten cars present in each race. The seniors completed all 28 laps under the green flag and the starter did not have to use his yellow flag. Both races had running times recorded and there was frequent passing for position, including the lead. Heat winner Victor Davis started third and passed pole starter/early leader Wiley Miller on lap 5. Davis won by 50-yards over Brian Williams, who passed Miller on the final lap. P 4-10: Ed Schwarz, Bruce Douglass, “Hubcap” Mike Collins, Bill Badger, Bob Alderman, Arizonan Jim Donnelly and Mike Cook followed. Nine drivers finished the 2:26.38 race.

The 20-lap Senior Sprint main followed the CLS 20-lap feature that officials trimmed to 15 laps after a car flipped on lap 8. Torrance High School senior Kevin Michnowicz, 17, won the CLS Perris opener as he did last year at PAS. His dad Bobby, 48, is a multi-main event CRA sprint car winner at Ascot, who drove a second Michnowicz Hench-craft car Saturday. Bobby was in P. 3 when he dropped out on lap 3 with a mechanical problem. Kevin went on to a well-deserved victory. The Senior Sprint actual feature lineup was: Row 1 – No. 0 Triple 7 chassis of Ed Schwarz, Santa Fe Springs and No. 31 TCR Bruce Douglass, of Ventura; Row 2 – No 22 Triple 7 Brian Williams, Newport Beach and No. 75x Maxim - Wiley Miller, Yorba Linda; Row 3 – No. 75 Maxim - Bill Badger, the 2011 PAS Senior Sprints champion from Santa Clarita, and No. 13 TCR Victor Davis, of Simi Valley; Row 4 – No. 67k Jim Donnelly, from Arizona, and No. 21 Dave Ellis chassis of Bob Alderman, from Santa Ynez; Row 5 – No. 04 Triple 7 of Mike Collins, from Lake Forest, alone in the back row. Mike Cook (No. 96) was unable to start after a mechanical problem on lap 6 of the heat race.

SENIOR SPRINT MAIN: Douglass shot into the lead from his outside front row starting slot and led the first seven laps. Williams, the winner of the first two PAS Senior Sprint mains last year, passed Schwarz for second on lap 4 and closed steadily on the leader. On lap 8 Williams, 52, shot into the lead via an inside pass entering the third turn. He then pulled away quickly and lapped the first car (No. 67k) on lap 10. At the halfway point, Williams led Douglass, Schwarz, Badger, Miller, Davis, Alderman, Donnelly and Collins, who then dropped out. Davis took P. 5 from Miller on lap 13. Williams won by 40-yards over Douglass, who had 50-yards on third place Schwarz. A straightaway back Badger edged closing Davis by five yards for P. 4. Miller finished sixth as the last driver on the lead lap. P. 7 Alderman was lapped on lap 17 and P. 8 Donnelly also finished 19 laps. The winning time was 5:55.33—a NTR. Williams averaged 17.75 per lap, which would be the 30th fastest qualifying lap for the 37 USAC-CRA sprint cars during time trials. Williams stepped from his car at the starting line for his PA interview. He told the crowd, “I was on the edge of my seat. There are some big holes down there (turn 1). I'm tired. Thanks to John Aden. He built this Triple 7 chassis. It's the best. Thanks also to my acupuncturist for getting me ready to do this.” The top three drivers in 2011 Senior Sprint points received their championship trophies earlier in the evening during starting line ceremonies.

PAS NOTES: The USAC-CRA 410 sprints and USAC West Coast 360 sprint divisions have avoided race date conflicts in 2012 thanks to Chris Kearns and promoters. That should result in deeper fields and more competitive teams in the PAS pits this season. USAC-CRA cars missing from the 2012 PAS opener were: the No. 66 (R. Gaunt), 93 (R. Garnder), 18 (D. Sheridan), 19 (R. Argo), 39 (C. Smith), and 42 Dwight Cheney car that D. Gardner has raced at PAS in the past...... 410 ROOKIES: Two USAC Ford Focus Midget graduates made their debuts. Jake Swanson, 18 year old Cypress Jr. College engineering student, had the No. 41 Larry Henry ride with winning PAS driver Tony Jones as his crew chief. Austin Smith, 19, had the No. 14 John Springstead Chevy ride. Jon Kairot, of San Bernardino, was in a Bill Perkins Racing 360 that Schwarz drove in the Senior Sprint events. Second year PAS driver Corey Ballard, of Orange, has a new No. 20 JEI chassis owned by his dad. He said he raced six times last year. ..... Andy Forsberg towed his No. 92N sprinter south 500+ miles to Perris from his home in Auburn on an open trailer. That is good advertising for racing on the freeways. ..... There were five flips at the PAS 2012 opener. Verne Sweeney (98) in H-3; A. Smith (14) and Gary Potter (6) in the B-main; then Bud Kaeding (29) and Austin Williams (2) in the A-main.

Four-time (2008-11) USAC-CRA champion Mike Spencer, a 30-year old Cal Poly Pomona engineering graduate, experienced misfortune at the PAS opener. During hot laps his No. 50 Ron Chaffin Maxim broke a rocker arm. It forced his Bruce Bromme, Jr.-led team to change engines before qualifying. Spencer drew number four in the qualifying order so he missed his spot during the engine swap. He came out last to qualify and ran his only lap at 16.516, good enough for fourth FQ lap. A new 2012 rule states that a car that misses its drawn qualifying spot and qualifies at the end of time trials will not be able to start the main in the first six rows. So after finishing fourth in his heat race he was unable to start the feature in P. 5 as in prior seasons and had to start 13th. Mike showed his driving prowess by charging up to P. 4 in the 30-lap race. ..... Other impressive drivers: Ryan Bernal, 18, was tenth FQ, P. 4 in H-2 and led the first 22 laps of the feature before finishing second in only his second weekend of PAS racing. The 2011 USAC West Coast 360 Sprint Rookie of the Year from Hollister drove the No. 73x Spike for Keith Ford Racing for the first time. Personable Ryan will drive the No. 18 Kittle 410 and 73x Ford 360 cars this season so he will be busier than most California drivers racing for both USAC 410 and 360 points. ..... Brody Roa, 21, was third FQ and seventh in the feature in his dad Brett Roa's No. 91R for his best night at PAS. Also, David Bezio, 31, had a new Gaerte 410 in his No. 37x instead of the 360 engine he used last year and raced impressively.

Monrovia resident Gary Potter, No. 6 Potter Chevy, deserves special mention. He is a past Ascot Park (Gardena) sprint buggy champion (circa 1974-75). He raced future Indianapolis 500 drivers Rick and Roger Mears, of Bakersfield, and Gary (No. 84) Kanawer, of Santa Cruz, in the sprint buggies through the infield at Ascot and in the desert. Potter also raced up Pikes Peak in Colorado Springs during the annual July 4 hill-climb classic race. Gary said he even went off the road and over the side one year above the treeline and went down the mountain about a hundred feet. Gary, 62, is now retired and collecting Social Security. He is a pal of 410 sprint driver/owner Jerry Welton, also from Monrovia and 60+. Potter raced Welton's second car (No. 62jr) at the PAS opener on 3/12/11. Gary and Jerry came out to a recent practice to have fun and bought the ex-No. 33 Johnny Bates car, and ITI chassis. He put No. 6 on it because it was an available CRA car number. He added Stoneridge Ranch on the hood and said “it's just a name”. Potter qualified at 18.990 and was 36th fastest of 37 qualifiers. He was in P. 12 of 14 drivers on the track in the B-main on lap 6 when he rolled in the fourth turn. It ended his 2012 debut as a rookie owner/driver. He was unhurt and ended the night watching from his pit next to his buddy Welton's No. 62x pit stall.

MEMORIAL LAPS: Following the National Anthem at 7:10 Faas and Spencer ran side-by-side memorial pace laps for their team members Noyce Naylor (No. 4 team) and Bruce Scott (Bromme team). After a few slow laps the two drivers ran four hot laps with the 50 crossing the finish line just in front of the 4 car. The feature winning Alexander team of owner Mark and crew chief Steve raced with heavy hearts. Their mom Pam Alexander is hospitalized currently battling advanced stages of ALS (Lou Gehrig's Disease). ..... POST-RACE COMMENTS: Feature winner Faas took the lead on lap 23 with a daring inside pass entering turn 3 and was running near record 15.9 second laps at the end of the 30-lap race. He extended his lead from 25 to 40-yards during the final five laps and won by 40 yards over prior leader Bernal. Nic dedicated his impressive triumph to his car owner's mother. “She's the sweetest lady you'll ever meet. We lost a crew member recently and he's up there drinking beer.” Referring to runner-up Bernal, Nic stated: “He's a good racer and has a lot of potential. He has a real good crew chief.” P. 2 Bernal said, “Me and Nic have been racing together forever. Under yellow I saw his car number on the scoreboard and knew he was coming. I'll run the 18 (Kittle) car here and the Ford 360 car too this year.” P. 3 Matt Mitchell commented, “I drove it hard. It was too snug at the beginning and loosened the set-up as we went. Hat's off to Nic Faas. He has this place down. Nic and I joke we want to beat Mike Spencer.” They both did so Saturday, but Spencer was right there in P. 4 to keep the points pressure on them as he earned the Dean Thompson award honor. Mitchell, speaking for all the racing teams, officials and track management, thanked all the fans for coming out to the season opener. Round two will be Saturday, March 31 and those who saw round one surely will want to witness the next round.


text:
Sunoco, 551 MOOSIC STREET, SCRANTON, Pennsylvania, 18505

Store Hours of Operation, Location & Phone Number for Sunoco

The map and information below will help you find the closest Sunoco near you. Need to know what time Sunoco in SCRANTON opens or closes, or whether it's open 24 hours a day? Read below for business times, daylight and evening hours, street address, and more.

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    Phone Number: (570) 347-7962

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Founded in 1886, Sunoco operates as a popular gas station chain that spans nearly half the United States. With over 1,000 locations, Sunoco primarily operates in Southern, Midwestern, Northeastern, and Mid-Atlantic states. A premiere fuel retailer, Sunoco sells traditional automotive fuels, such as regular, plus, premium, ultra 93, and diesel fuel as well as propane, kerosene, and racing fuel. In addition to fuel, Sunoco offers cold drinks, groceries, coffees, craft beer exchanges, and snacks through APlus convenience stores. Select locations offer auto repair services, car washes, and ATMS. A public company, Sunoco trades on the NYSE as SUN. Company headquarters reside in Philadelphia, PA.

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text:
Plan #430-55

Key Specs

  • 1600 sq ft

  • 3 Bedrooms

  • 2 Bathrooms

  • 1 Floor

  • 2 Garage

Plan Description

This plan is a beautiful mix of design and functionality which provides the most efficient use of space possible in a 1600 square foot home. This plan offers large rooms, specialty ceilings, open floor plan, multiple storage areas, office, flex space that can be used as a sitting area and much more, while still being economical to build. The attractive Acadian exterior has styling that will be timeless and provide an elegant look for any neighborhood.
Modify This Plan

This plan can be customized!

Let us know your desired changes and get a free quote.
Click the button or call us now at 1-800-913-2350.

Floor Plans

Floor Plan - Main Floor Plan
Traditional Style House Plan - 3 Beds 2 Baths 1600 Sq/Ft Plan #430-55 Floor Plan - Main Floor Plan -

Full Specs & Features

Basic Features

Bedrooms : 3
Garage Stalls : 2
Potential Bedrooms : 0
Stories : 1
Baths : 2

Depth : 65'
Width : 56'
Height : 21'

Garage Sq Ft : 610 sq ft
Main Floor Sq Ft : 1600 sq ft
Porch Sq Ft : 154 sq ft
Total Sq Ft : 1600 sq ft *
Storage Sq Ft : 61 sq ft
*Total Square Footage only includes conditioned space and does not include garages, porches, bonus rooms, or decks.

Main Ceiling Ft : 9'
Ceiling Details : 10' ceilings in Great Rm., Dining, Foyer, Flex Space, & Kitchen. Tray in Master Bedroom.

Roof Framing : stick
Roof Type : hip
Secondary Pitch : 6:12
Primary Pitch : 8:12

Exterior Wall Framing

Exterior Wall Finish : brick
Framing : 2"x4"
Insulation : R13

Bedroom Features

Main Floor Bedrooms
Split Bedrooms
Main Floor Master Bedroom

Additional Room Features

Storage Area
Main Floor Laundry
Den Office Study Computer
Great Room Living Room
Bonus Play Flex Room

Lot Characteristics

Suited For View Lot

Outdoor Spaces

Covered Rear Porch
Covered Front Porch

Empty Nester
Suited For Vacation Home

Code Compliance

Irc 2006
Irc 2003

What's included in this plan set

See a sample plan set

All plans are drawn at ¼” scale or larger and include :

  • Foundation Plan: Drawn to 1/4" scale, this page shows all necessary notations and dimensions including support columns, walls and excavated and unexcavated areas.
  • Exterior Elevations: A blueprint picture of all four sides showing exterior materials and measurements.
  • Floor Plan(s): Detailed plans, drawn to 1/4" scale for each level showing room dimensions, wall partitions, windows, etc. as well as the location of electrical outlets and switches.
  • Cross Section: A vertical cutaway view of the house from roof to foundation showing details of framing, construction, flooring and roofing.
  • Interior Elevations: Detailed drawings of kitchen cabinet elevations and other elements as required.
*See important information before purchasing

Plan Options
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Basement $375.00 Ideal for level lot, lower level of home partially or fully underground.
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text:
You can view this plan at houseplans.com/p/72-102

Plan #72-102

Traditional Exterior - Front Elevation Plan #72-102 - Houseplans.com
  • 1118 sq ft
  • 2 beds
  • 2 baths
  • 45' wide
  • 48' deep

Material List
Mirror Reversed Sets
Each Additional Set
Plan Set
5 Copy Set
8 Copy Set
Reproducible Set
Single Set
Right-Reading Reverse
Additional Construction Sets
Each Additional Set

House Features

  • Walk In Closet
  • Covered Rear Porch
  • Covered Front Porch
  • Empty Nester
  • Suited For Narrow Lot
  • Suited For View Lot

Styles Classifications

  • Traditional

Total Sq Ft 1118 sq ft
Main Floor Sq Ft 1118 sq ft
Height 22'
Depth 48'
Width 45'
Floor Plan - Main Floor Plan

In addition to the house plans you order, you may also need a site plan that shows where the house is going to be located on the property. You might also need beams sized to accommodate roof loads specific to your region. Your home builder can usually help you with this. You may also need a septic design unless your lot is served by a sanitary sewer system. Many areas now have area-specific energy codes that also have to be followed. This normally involves filling out a simple form providing documentation that your house plans are in compliance.

To find out what documents you should expect with your house plans, see http://houseplans.com/whats-included.

In some regions, there is a second step you will need to take to insure your house plans are in compliance with local codes. Some areas of North America have very strict engineering requirements. Examples of this would be earthquake-prone areas of California and the Pacific Coast, hurricane risk areas of the Florida, Gulf & Carolina Coasts. New York, New Jersey, Nevada, and parts of Illinois require review by a local professional as well. If you are building in these areas, it is most likely you will need to hire a state licensed structural engineer to analyze the design and provide additional drawings and calculations required by your building department. If you aren’t sure, building departments typically have a handout they will give you listing all of the items they require to submit for and obtain a building permit.

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Note: All sales on house plans are final. No refunds or exchanges can be given once your order has been fulfilled or once we have begun to customize a home plan to your specifications.


text:
Canetti's Corner - May 3, 2010

Proud to see Appiah debut, score; Dynamo Charities Cup announcement

Photo Credit:
Wilf Thorne/Houston Dynamo

Welcome to my weekly blog. It will appear on the new every Monday.

It was an impressive 3-0 home win over KC on Saturday. A lot of
credit goes to the team for rebounding after a tough loss in Chicago. It was an
especially good performance with so many key players out (Cameron, Ching, Cruz,
Ngwenya, and Weaver).

Despite our early-season injuries and other challenges, we are off to
one of our best starts in club history at 3-2-1 (10 points). Our track record of slow
starts is well documented; for example, we were 1-2-3 (6 points) through six games in 2009.
The improved start is important, because every point matters in the
ultra-competitive Western Conference.

It was good to see Luis Landin
notch his first goal of the year. It’s always good to see Brian Mullan hit the back of the net and get rewarded for his hard
work. It was also good to see Sammy
make his MLS debut and cap it with his first career goal. Congrats
to him on both fronts!

A nice moment came with 20 minutes on the clock, when fans held up No. 20 placards in tribute to Geoff
(No. 20), who had knee surgery on Friday. It was an amazing gesture
by our fans and impressively organized. Cameron will be out at least four months while
rehabbing. The original prognosis had him out for the year, so this is good
news. We can now look for a comeback toward the end of the regular season.

While the midfield (Ashe, Davis, Palmer, Mullan) performed very well
on Saturday, we are looking to add depth in Geoff’s absence. A search is
ongoing. With the transfer window closed until the summer and salary cap
limitations, it will not be easy to sign an immediate replacement. Nonetheless,
we will continue to work on this as a priority.

We hope to get some feedback from FIFA this week on the Joe Ngwenya issue. We signed Joe 19
days ago but have been unable to secure his International Transfer Certificate
(ITC). Without an ITC, he cannot be added to the active roster. His former club
in Turkey is holding up the ITC for undisclosed reasons. Our hope is that FIFA
resolves the issue. We’ll see what happens this week. It is pretty much out of
our hands. Hope for the best, and maybe we can see him on Wednesday (FC Dallas, 8 p.m.) or Saturday (at Chivas USA, 9:30 p.m.).

Last week, we announced details of the 2nd annual Dynamo Charities Cup. The Dynamo will
host CD Aguila from El Salvador on
Saturday, June 19, at 8 p.m. Aguila is one of the top clubs from Central America,
and we look forward to an excellent match, a good crowd, and a strong
charitable effort. Last year’s inaugural Dynamo
Charities Cup was an exciting, hard-fought victory over Monterrey of Mexico.

The Dynamo Charities Cup is an
annual match between the Dynamo and a reputable foreign club. A portion of the
proceeds go to Dynamo Charities and its beneficiaries. We are building a Dynamo
tradition that we hope to extend far into the future. We want to draw various
clubs from around the world and establish an event that can excite fans and
contribute to charitable causes.

I look forward to the day when
it’s become so big that fans are anxiously anticipating the match and spending
the off-season speculating over the next opponent. Will it be Bayern Munich, Benfica, Boca Juniors, Club America, Inter Milan, Liverpool, Rangers, Santos, Valencia, etc?
This is the vision …

This year, Aguila is a good fit for many
reasons. The economics are favorable; the timing works; and there is a
substantial Salvadoran community here in Houston. Finding a club was a real
challenge in 2010. With the FIFA World Cup and the MLS All-Star Game, our options were limited. We chose not to invite
a Mexican club so fans could see some variety (having played Monterrey last
year and with SuperLiga returning in July). We
looked to European clubs, who generally seek matches in May or July, but those
dates didn’t work given our busy May schedule and the MLS All-Star Game on July
28.Fortunately, the MLS All-Star
Game will be our fans’ chance to see a major European club in 2010. Look for an
announcement on this very soon.

The timing of the ’10 Dynamo
Charities Cup is great, because it is during the three-week World Cup break and one week prior to our return to MLS action. It gives the team a chance to stay fresh
and prepare for the rest of the season. We look forward to your support
of the Dynamo Charities Cup this year and your participation in building a
great tradition for years to come.

The dates for SuperLiga were
also announced last week. We will host three SuperLiga dates and four matches.
The schedule is as follows:

1. Thursday, July 15, 7 p.m. – Dynamo vs. Mexican Club 1 (TBA)
2. Sunday, July 18, 7 p.m. – Dynamo vs. Chivas USA and Mexican Club 1
vs. Mexican Club 2
3. Wednesday, July 21, 7 p.m. - Dynamo vs. Mexican Club 2 (TBA)

The Mexican clubs should be announced later this month.

Games 1 and 3 are part of the 20-game season ticket package. Season
ticket holders
will have the option to purchase the doubleheader date, which
was a late and unexpected addition to the home schedule.

This busy stretch of five home games in 35 days ends this Wednesday
when FC Dallas comes to Robertson. We have some great Cinco de Mayo festivities in store, and it’s your one and only
chance to see our intra-state rivals in 2010. The winner of El Capitan will be
determined. I hope to see you there.

That wraps it up for this week. I’ll be
back in touch next week with the latest. In the meantime, feel free to email me
at with
any comments or questions.