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When I was
a math major studying at the University of Texas, my
career plan never included writing a monthly column for
the back of National DRAGSTER. I also recall that it
didn't say anything about becoming a professional engine
builder. I'm sure that my parents thought that my
fascination with drag racing was just a passing phase,
and that I would get a "real" job someday. That was
almost 30 years ago, and my interest in engines and
racing is stronger than ever.
Although I'm more accustomed
to working with a torque wrench than a word processor, I
am looking forward to this new assignment. Warren
Johnson is a tough act to follow, both on the race track
and on the pages of this newspaper. Just as W.J. and I
have different approaches to racing, we have different
approaches to writing, too. Don't expect to read any
theoretical dissertations on induction system harmonics
or advanced valvetrain dynamics here. I intend this page
to be a place where bracket racers and weekend warriors
can get practical, hands-on advice about engines.
My drag racing roots reach back to the days
when you could find the ingredients for a race-winning
engine in a salvage yard. Buddy Morrison and I started
our engine building business in the back of an auto
parts store in Mansfield, Texas in 1971. What we lacked
in business experience and working capital, we more than
made up for with wide-eyed enthusiasm and youthful
optimism. We had a tool box, a 1/4" drill, a die
grinder, and a world to conquer.
In the '70s, a couple of
college kids could actually pay their way in drag
racing. It was a time when you could race a Modified |
Production car or Gasser five
days a week. We used $15 crankshafts, $11 pistons, and
junkyard 4-speeds. It wasn't glamorous and we were never
contenders for a "Best Appearing" award, but it was a
terrific education in the fundamentals of racing. The
things I learned at places like EastTex Raceway, Tyler
I-20 Raceway, and Hallsville had more impact on my
career than the calculus classes I took in college.
Buddy and I hooked up with
Bobby Cross to campaign a Chevy-powered Maverick we
called "the Real Boss 302." In 1971, We ventured into
Yankee territory to race at the Springnationals, and
discovered that we could compete with the "killer cars"
we read about in magazines.
In the '70s, a couple of college kids could actually
pay their way in drag racing. It was a time when you
could race a Modified Production car or Gasser five days
a week. We used $15 crankshafts, $11 pistons, and
junkyard 4-speeds. It wasn't glamorous and we were never
contenders for a "Best Appearing" award, but it was a
terrific education in the fundamentals of racing. The
things I learned at places like EastTex Raceway, Tyler
I-20 Raceway, and Hallsville had more impact on my
career than the calculus classes I took in college.
Buddy and I hooked up with Bobby Cross to
campaign a Chevy-powered Maverick we called "the Real
Boss 302." In 1971, We ventured into Yankee territory to
race at the Springnationals, and discovered that we
could compete with the "killer cars" we read about in
magazines. |
