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I specialize in auto racing photography in N. Nevada and the surrounding areas. Although my emphasis is mostly openwheel racing, I also shoot other forms of racing as well. My intention is to help support, expose, and promote racing in N. Nevada.
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"The spec-sprint explosion" article by Norm Bogan (click here)
" THE SPEC SPRINT EXPLOSION "
by Norm Bogan
(In the June 2009 issue of Flat Out Magazine)
As California Sprint car racing costs escalated, a number of longtime competitors considered calling it quits. Sprint Car 410 cubic inch or 360 cubic inch aluminum block engines ranged in price from $25,000 to $40,000, whether installed in winged or non-winged racecars. The ultimate lightweight chassis with an engine weighed in at around 1100 pounds. Cars sporting hollow bars, drilled or machined holes in items like brake rotors, light weight wheels, machined motor plates and a multitude of products created from exotic metals soon appeared on the scene. Any excess metal in the engine blocks is machined away to gain a weight advantage, making the parts from stronger materials, but much more expensive.
At the local tracks, competitors began to miss an event or two, because they just couldn’t justify over-extending their racing budgets to continue to buy and replace expensive light weight components. Over the years, longtime racers had to deal with the escalating cost of replacement parts. These are not the World of Outlaws traveling band that has sponsorships to offset most of their expenses. The affected racers are the Saturday night, local venue guys, that race for love of the sport, not for fame and fortune. The total purse for this group may be close to what a fifth place WOO finish would pay.
In August of 1998, Bay area racer, Don O’Keefe Jr. and Antioch Speedway track announcer, Don Martin sat down with the blessing of Antioch Promoter, John Soares to lay out a new direction for local sprint car racing. The focus was to provide rules allowing racers to compete on a more equal footing within their budget at their local track.
The new creation would be called Wingless SPEC Sprint racers. SPEC is an acronym for Sprint Parts/Economy Class. The first rule, a car could not weigh less than 1800 pounds, including the driver. This made light weight components unnecessary and allowed an older chassis to be compatible and competitive. Second, the racecars would be fitted with a cast iron engine block and heads, with fuel fed through a 500 c.f.m. 2 barrel carburetor, less costly than injection systems and sporting a self starter, eliminating the need for a fleet of push trucks.
The self starter (most cars bump start with the starter), also limited the compression ratio, which if too high, the car will have a hard time starting or would tend to tear the starter out of the block. Finally, tires were pretty much open to what was available, but the right rear at that time was usually a McCreary MC3, that racers acquired as “takeoffs” from some of the 410 winged teams.
Suddenly, the costs were reduced and the heavy metal stowed in the back of the shop became more attractive. Out came the solid bars and steel radius rods, drag links and wheels, because they didn’t need the lightweight stuff to be competitive. The components were more durable and attrition was lessened. Competitors from other classes such as the stock car ranks looked at SPEC sprints as a chance to go open wheel racing as many could use their current cast iron power plants and drop them into available used sprint car rollers.
Now, if you took a Wingless SPEC Sprint and entered it against the lightweight 700-900 horsepower engines in the premier classes, your chances would be slim, but against similar configured cars, you have parity. Some fans may bemoan that these cars don’t go fast enough, but if you don’t have a stopwatch, you can’t tell how fast they are going. With a field of say, twenty cars meeting these specs, you will be treated to a lot of excitingly close, side-by-side racing and most fans will not care “how fast they are”!
For the first race in 1999, Antioch fielded twelve cars with the high car count of nineteen for the year. There were a total of thirty-four drivers competing, producing nine different Main Event winners and nineteen different Heat Race winners. The Charter Member Drivers, who believed in this concept and stuck it out to make it work were; Andy Archer, Travis Berryhill, Richard Brophy IV, Rich Butler, Dan Gonderman, Jim Janssen, Eric Mentch, Don O’Keefe Jr., Rich Panfili, Phil Pedlar, Jim Perry Jr., Jeff Pike, Keith Shipherd, Darryl Shirk, Larry Teixiera and Roy Winters.
Some the inception of the SPEC class, a few of the rules have been adjusted with a number of other tracks in the northern California area adopting the format. This has brought about the rebirth of sprint car racing at venues, which normally operated mostly stock car classes. Seven or eight tracks now run a class of compatible racecars, allowing drivers to travel to other venues, especially for that end of year special event and be able to pass the tech inspection.
As you stroll the pits, you will find a few greybeards, who as younger men, competed with CRA, NARC or USAC and still seek the thrill of taking it hard into turn one. On the other extreme are a bunch of fuzzy face kids, who are not yet licensed to drive on the state highways, but have no problem trying to show the old guys how slow they are going into the corners. While the seniors came from an era when you had to be twenty-one to race, these kids are just entering high school, with some sporting ten years of race experience, advancing through Go-Karts, Quarter-Midgets, Micro Midgets and Mini Sprints.
Some of the things that helped promote the SPEC class since the beginning at Antioch was Don Martin’s interviews and stories with the drivers, giving them notoriety with the fans. Don O’Keefe Jr. set up a website with updates to keep fresh information on the internet about this group of racers. Ron Rodda, whose “From the Grandstand” column appeared in Racing Wheels newspaper and on Hoseheads sprint car website, was an early supporter of the SPEC sprint effort. Lance Jennings of scrafan.com established a section on his site devoted to the Wingless SPEC Sprint racing at all the venues and with regular updates, so fans could track their particular hero even if he raced out of town. Debbie and Keith Shipherd have a site, specsprint.com that also keeps information current on the activities at the various venues. Debbie has supplied photos of the class for years to various sites to further promote these local racers.
Don’t expect to see many tractor-trailer, “stacker” haulers in the pits; most arrive with a pickup truck towing either an open trailer or conservative enclosed trailer, with minimal spare parts. You will also notice old time camaraderie amongst the competitors, often having some kind of pot-luck after the show to savor the enjoyment of the evening. If a driver suffers a malady during the race, his foes will probably arrive with parts and labor to get their buddy back on the track. While a victory is always celebrated, these racers gain satisfaction from just being able to compete.
This type of racing allows the more mature racers to extend their racing careers, while not feeling the pressure to perform in the top classes of sprint car racing. For the youngsters, it gives them an opportunity to gain valuable experience in a relaxed atmosphere, before being thrown into the caldron with the stars of the sport. An added benefit is that the older racers act as mentors to these young rookies, imparting wisdom that has been accumulated over the years.
A group that has been active for a number of years is the NCMA (Northern California Modified Association), trace their roots back to 1988, have adopted the SPEC sprint genre, but originally employed additional body work to simulate the popular Modified racers of several decades past. NCMA races on both pavement and dirt, while the other clubs concentrate on the dirt tracks.
Wingless SPEC Sprints began racing at Antioch in 1999. 2001 found the Orland track enlisting in the action and in 2002; Chowchilla added their name to the roster. The CSRA club out of Sacramento joined the fray in 2003, followed by Marysville in 2004. Watsonville, Chico and Placerville signed up in 2005 and Petaluma added the class in 2007.
Currently, six northern California tracks run regular Wingless SPEC Sprint schedules. Chico and Watsonville offer Friday night competition, while Petaluma, Marysville, Placerville and Antioch provide Saturday night venues. Year-end special events are planned at Petaluma on September 26, for the Wingless SPEC Sprint Shootout, then on to Silver Dollar Speedway on October 10 & 11 for the Chico SPEC Sprint Nationals and finishing on October 16 & 17 at Marysville Raceway Park for the Marysville SPEC Sprint Nationals.
Each fall, Petaluma Speedway hosts an event called “Run what you Brung” which is open to the Wingless 360 cars and the Wingless SPEC Sprints. Three years ago, veteran racer Darrell Hanestad claimed the victory in a carbureted Wingless SPEC Sprint over the more powerful injected 360 cars.
It has been my personal experience to have enjoyed some of the most competitive racing with this class of sprint racers. The star of the evening may be fourteen or in his mid-70s. A number of the younger drivers are on the fast track to immortality, racing at the highest levels of open-wheel discipline or aiming toward that valued NASCAR mount, while others are perfectly happy being able to race at a level that is comfortable for their family and racing budget.
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- photo of the week -
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Aaron Gustin wheels his sprinter for the first time ever during playday at Rattlesnake Raceway in Fallon Nv. He was impressive for a rookie and showed that he's got a natural talent behind the wheel! Great job Aaron!
2012 track schedules
Top four (4) finishers must report to post race tech. This class will not race to the yellow flag, under red flag conditions cars will go to designated area and red flags can be either open or closed reds.
CHASSIS
1. Any sprint frame that is tube type or modified (2X4) frame is acceptable.
2. 82” minimum to 96” maximum wheel base.
3. Seat must be within center of chassis.
4. No titanium part allowed.
5. Halo bars are highly recommended.
WEIGHT
1. 1650 lbs minimum at anytime.
2. All weigh-ins include the driver. (The driver must be in the car when weigh-in is accomplished.)
3. Added weight must be painted white with the car number on it and must be securely fastened to the chassis.
DRIVE TRAIN
1. BATTERY/STARTERS
a. Must carry 12 volt battery. Recommended location is under driver’s seat.
b. If battery is WET TYPE it must be covered to prevent acid spills. ‘Maintenance Free’, no vent caps and sealed battery is suggested.
c. On board, working starter is REQUIRED.
d. Car must start each event from the staging WITHOUT ASSISTANCE. Cars requiring assistance at original start must go to the back of the pack.
e. Assisted starts from red flag work area, during red flag conditions OK. Also may be assisted on yellow flag to help keep the show moving.
2. Steel bell housing, scatter shield, or other applicable shield is mandatory.
3. No independent rear suspension allowed.
4. Open drive shafts must have two (2) 360-degree hoops.
5. Absolutely no torque arms, suspension parts, or suspension adjustments are allowed from the driver compartment.
6. Absolutely no shock adjustments from driver compartment.
7.
ENGINE
1. No titanium engine parts, including but not limited to, cranks, rods, pistons, or any rotating mass (titanium valve retainers okay).
2. Cast iron block and cast iron 23-degree heads only.
3. 360 cubic inch plus 1% wear maximum.
4. Flat tappet cams only.
5. Roller rockers and girdles okay (no shaft mounted rockers).
6. Gear drive okay.
7. Holley #500 or Demon or 9647 Series 500 cfm 2 barrel carburetor.
a. Venture may be opened .010” over catalog specs.
b. Choke tower may be removed.
c. External jets okay.
d. No go gage must go past venture.
e. 1 11/16” throttle bore; shafts and throttle plate must be stock. External jets OK.
8. Aluminum 4 barrel intake manifold okay.
9. The bottom of the carburetor may be no more than four (4) inches from the top of the manifold. This is including adapters, spacers, etc.
10. No ram intakes allowed.
11. No injection of any kind.
12. Dry sumps allowed.
MUFFLERS
1. All cars must meet track requirements for engine noise.
ELECTRICAL
1. Any ignition system or magneto okay.
FUEL
1. Alcohol or gas allowed.
a. Fuel tank with bladder is mandatory for methanol.
b. An approval fuel cell may be used for gas.
2. No electric fuel pumps allowed.
3. No oxygenated additives allowed.
4. Must have a fuel shut-off valve located inside the cockpit, on right-hand side of driver, and be marked on-off.
BODIES
1. Must be sprint car type.
2. Fiberglass bodies are preferred.
3. Aluminum or steel bodies are allowed.
4. Body should be attached to chassis with quick release fasteners to allow removal for lifting with tow truck or for moving driver in case of an accident.
5. Front window screen mandatory.
6. Window nets must be affixed to right side. (Metal buckles are recommended.)
SUSPENSION
1. Torsion bar arms must ride on top of axle.
2. Front and rear coil overs are allowed.
WHEELS
1. All three-piece wheels must have all bolts in place.
STEERING
1. Spring hub quick release recommended.
2. Pin-type must be marked with red tape at top of steering wheel where pin is placed.
FRONT NERF BARS
1. Minimum of 1” O.D. material aluminum, steel, or stainless steel.
2. Must have a minimum of .065 to a maximum of .120 wall.
3. No wider than frame.
4. No sharp edges or corners allowed.
5. Sprint car type allowed single bar two-point mount.
6. No lead is allowed on, in, or part of the nerf bars.
SIDE NERF BARS
1. Maximum of 1” O.D. material steel or stainless steel.
2. Must have a minimum of .065 to a maximum of .120 wall.
3. Must extend to center, but not pass outside of tires.
4. No sharp edges or corners allowed.
5. Three or four-point nerf bars allowed.
6. All four-point nerf bars can only have one cross bar. It must be from the rear to the center of the bottom rail. They may only have an upright in each corner and in the center.
7. No lead is allowed on, in, or part of the nerf bars.
REAR NERF BARS
1. Minimum of 1” O.D. material aluminum, steel or stainless steel.
2. Must have a minimum of .065 to a maximum of .120 wall.
3. No sharp edges or corners allowed.
4. Sprint car type allowed four-point mount required.
5. No lead is allowed on, in, or part of the nerf bars.
TIRES
1. Bead locks are allowed and recommended.
2. No softening agents to be used on any tires.
WINGS
1. Top wing is optional.
2. Top Wing must be ASCS legal. (5x5/25 sq. ft. max center) (Up to 1” wicker bill okay.)
3. Top wing to have a 30” max side board.
4. Wing sliders are allowed.
5. Nose wing is optional, and must not exceed 6 square feet.
2011 Nevada 360 outlaw sprint rules
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Nevada spec-sprints put together six race series
The newly formed Nevada spec-sprints have put together a six race series between Fernley Nevada's Reno-Fernley raceway and Quincy California's American Valley speedway. As of right now the tracks are paying 100% payback including any pit crew that enters with you so be sure to let them know when you enter the gate. There will be series points and at a minimum trophies for the top five in the series. They are currently looking for sponsors to get a little more money into the payout schedule as well as any product you may want to include. Both tracks will be presenting three races each, with the inaugural race at Quincy's American Valley speedway. The series' rule package will mirror what is currently being run in the California spec-sprint classes at Marysville, Chico, Antioch, and Petaluma, as well as the Joe Hunt Magneto wingless sprint series. Please help support this fledgling new series, and let's go racing and have some fun!
Series race dates: May 19 American Valley Speedway
June 02 American Valley Speedway
June 09 Reno-Fernley Raceway
August 04 American Valley Speedway
August 18 Reno-Fernley Raceway
September 15 Reno-Fernley Raceway for more information, visit the forum at: http://nevadaspecsprintcars.proboards.com
