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Bolstered by innovation, opportunities and a product pipeline that churns out parts faster than a greyhound greyhound dog, the straight-line segment is poised for another strong campaign in 2021. In fact, drag riders today have more choices than ever in terms of cars, engine combinations. and race types. High-paying events are held at quarter-to-eight-mile drag tracks across the country, and the number of cars in public is at its highest level in years.
At the same time, manufacturers in the aftermarket market are feverishly developing efficient and affordable drag racing products, bringing them to market faster for better distribution and/or shipping.
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For a market that continues to evolve, catching up with key stakeholders and taking stock of trends can be a challenge. Fortunately, we are up to the task. So, with that in mind, we present 10 front-end developments for drag racing suppliers, repeat sellers, competitors, entrepreneurs and more ahead of the new season.
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Racing on unprepared track surfaces has become the rage, largely due to popular cable TV series like Street Outlaws and No-Prep Kings. But beyond the reality show personality and drama, there’s an important reason this type of racing resonates so much with the general public: the lack of grip is the great equalizer.
“At No-Prep Kings, they have 16 fields of cars,” said Nolan Zamora of Isky Cams, Gardena, Calif. “And anybody in the top 10 could win it easily. You just don’t know.”
However, some in the industry suggest racing on unprepared track surfaces known as “unprepared”, where all the old rubber and slippery, hard polymer resin would be left on the track without preparation. – A preparatory run is drawn. Un-prep is said to be safer than no-prep, while retaining much of the excitement of no-prep with less drag.
“With the lack of preparation, we’re basically scraping the exposed concrete all the way through,” said Brandon Mass of Traction Mass, Wellington, Florida. “We start at the base level. We remove all the glue and rubber from the track, then clean it up. I’d say you’re going to get a lot more of that in the next year and a half.”
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Over the years, the closing race has been virtually standard for all leading classes in drag racing. But it looks like things have come full circle, and back to the early drag events.
“I really think that’s what people like: head-to-head — do it all,” Jamura said. “It’s more interesting, because whoever gets to the finish line first wins. If a car is fast, it’s fast. He didn’t beat me because he left 1,000 seconds before the line and didn’t get out. .”
Although the main race has more buzz these days, the bracket race still retains a huge following. “Index racing is, without a doubt, what makes up most of the market,” said David Rehrer of Rehrer-Morrison Racing Engines, Arlington, Texas. “There are bracket races all over the country with 300, 400, 500 cars. People provide them with a lot of parts, and it’s a big team.”
And now, like today’s high-profile main-up events, a bracket race also gets its share of big-dollar events. “The next big thing will probably be racing at a level you’ve never seen before in the brackets,” Mays said. You can literally fill your schedule with brackets with big bucks — I’m talking $50,000 to $100,000.”
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Today’s drag riders rely on advanced technology to reach unprecedented levels of performance with a wide range of engine and car combinations. “It’s not the horsepower, it’s how the power is applied,” said our source at Holley Performance Products.
Dual-use cars have always been a major player in drag racing, especially at the hobby end of the market. But in recent years, demanding events like Drag Week have put the idea of modern street cars in particular into the spotlight. It basically redefined what was possible for a dual-use car, with competitors driving hundreds of miles down the road and then making the quarter-mile transition in less than 6 seconds.
Such events are proving to be very popular. According to Hot Road Magazine’s website, online registration for the first Hot Road Drag Week event in 2020 has ended in less than five minutes.
Many events have accumulated prize money, and race riders are using it to justify further investment in their cars and their team setups. “Because there are so many big dollar runs, it makes sense to invest,” Jamura said. “You can still win a good amount if you only go a few rounds. Unlike Pro Stock or something like that, where you spend $2 million a year and you win $50,000. It really cuts No. But, for example, No “Prep Kings, if you win this race, it’s $40,000.”
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And the big bucks don’t just come in race cars. It’s the whole package. “People are spending more money on everything, not just their engines,” Raher said. “At the upper levels, they’re pulling $150,000-$250,000 a trailer. That amazes me. We started with a connection to meet and an open trailer, a trip to Indy.”
This may raise the question of what the upper limit is. “I don’t want to sound bad, but there are a lot of Czech writers,” said Smithy Smith of Edelbrook, Torrance, California. “Like the pro-nitros class, it’s over 100,000 for one engine. And you have people who buy two and three at a time. The average rider can’t afford it.”
Technology decreases, prices go down and the knowledge base grows and becomes more accessible. This has resulted in even local amateur riders using equipment and techniques that were not long ago the exclusive domain of major professional teams. “The local guy runs an almost professional lineup now,” Jamura said. “Closing races used to be 10 and 12. Now the norm is 7 and 8. These guys aren’t fooling around anymore.”
First and foremost in the increasing sophistication of teams is the ability to collect and analyze data. This is mainly due to a decrease in prices and an increase in the capabilities of data entry systems that allow detailed analysis of each change. “Everything that ends up here is a data recorder,” Rahr said. “The simplest lessons are conducted the same way. It’s a data-driven deal.”
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The popularity of shows like the “Street Outlaws” filmed here has given the vehicles a whole new appreciation for street cars, unprepared surfaces and head-to-head competition. “I really think that’s what people like: heads up … whoever gets to the finish line first wins,” said our source at Isky Racing Cams.
Advanced computer control over fuel, nitrogen, boost and ignition allows for precise tuning like never before. “You don’t see this old guy with a screwdriver targeting carburetors anymore,” Jamura said. “These days, even beginners are into computer tuning.”
At the same time, horsepower has reached unprecedented levels in the entire sport. In addition to this trend, an increasing number of races are organized with limited appeal, such as unprepared events.
As a result, victory often comes down to how well the team’s tuner has done their job. “It’s not horsepower,” said Joe Pando of Holly/MSD, Bowling Green, Kentucky. “So is the application of power. And that’s where these systems give you an advantage – to be able to use the power in a manageable way, slowly, and to be able to make transitions between turns. So these cars Goes so fast on smooth tracks.”
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Thanks to modern CAD systems and 3D printing, manufacturers design and streamline new parts faster than ever before. “In CAD software, they can simulate the airflow before they even do the casting,” noted our source at Edelbrook.
Whether it’s nitrous, turbo or supercharger, adding power has become routine during drag racing. However, within this wider trend, it is said that superchargers are currently being preferred, mainly due to current approval rules.
Power additions have become common at all sporting levels, with nitrous, turbochargers and superchargers increasing engine output to unprecedented levels. As a result, cars with over 1000 horsepower are relatively common today, such as the 2015 Dodge Challenger Drag Pak with 1712 hp. Photo courtesy of Holly Performance Products.
“The big thing was superchargers, and then it moved to turbochargers,” said Steve Morris of Steve Morris Engines, Muskegon, Michigan. “Now it’s going back a little bit to superchargers. I think that’s what the promoters are aiming for in the rules. But they do a pretty good job of balancing, so I imagine turbos come back as a preferred option. Will go – probably after this year.”
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While perhaps not yet mainstream enough to qualify as a full-fledged trend, electric vehicle (EV) drag racing is reaching unprecedented levels of visibility; And it is very possible that it is on the verge of widespread popularity. (See PRI’s coverage of Ford’s current battle with Chevrolet in the Electric Race Car segment beginning on page XX.)
A sign is clear from this
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