Wayne County Outlook

Full racing program set for September 24
Roger and Trish Eriksen

The races at Clinton County Speedway, Kentucky’s super track, were cancelled last Friday evening, September 17, to allow many of the racers to compete in a special program held at another racetrack.

There will be a full program of Open Wheel cars, Road Hogs, and Chevettes this coming Friday, September 24. This may be the final race night for points. I will have to verify that with track management. Regardless, this will be the final night of racing in September. Wow! Where did the summer go? October racing? Maybe!

I thought I’d take this opportunity to discuss and offer my opinion about some of racing’s rules. Like all opinions, they can be controversial and many will not agree with me. If you wish, you can send me a letter at The Outlook and tell me your opinions. Of course, there are rules about writing about rules. (Sounds like our society doesn’t it?) On the editorial page of the newspaper you will find a box containing the newspaper’s requirements for writing a letter to the editor.

All I ask of you is please don’t disagree with me and state your reason as, “Just because.” Give us, your reader, some logic and reasoning behind your opinion. And remember, the final decision as to whether or not your letter gets printed remains with the editor. She is the boss.

Many racetrack owners have established rules against the use of weight jacking screws in their Road Hog (sportsman) and Chevette classes. Go directly to the garbage can with this rule. Do not pass go, do not collect $200.

This rule is not outdated because it never should have been written in the first place. Remember back in elementary school when you learned the three “Rs” of learning: Reading, Riting, and Rithmetic. Fans, there are three “Rs” in racing as well: “Rules Reck Racing.”

Every car, stockcar or street machine, has a spring associated with each wheel. The bottom of the spring is attached to some form of control arm that moves up and down with the wheel. The top of the spring is attached to the main frame of the car. When the car hits a bump, the wheel and the control arm are pushed upward and the spring is then compressed against the frame of the car.

When the bump is passed, the spring rebounds and the spring returns to normal height.

Weight jacking screws are threaded through a large nut welded to the center of the upper spring perch. The base of the screw sits atop a plate, which sits atop the spring. When the stockcar sits at rest, the screw carries all the weight on that particular corner of the car. Because the wheel, being on the ground, cannot go down any further, when the screw is turned clockwise the frame rises on that corner. When the screw is turned counterclockwise, the frame lowers on that corner.

The height of the frame can become a problem in a stockcar. For instance, changing the static height of the frame on a given corner of the car changes the weight distribution throughout the car and weight distribution is very important in chassis setup.

If we were to change to a stiffer spring on the right front corner of the car and the new spring was 1/8-inch taller than the old spring, we would increase the height of the frame by approximately the same amount. In a 3000-pound stockcar, we would add approximately 10 pounds to that corner of the car and an equal amount to the left rear of the car. Where would that weight come from? We would remove that same 10 pounds from the left front and right rear corners respectively.

Also, in the process of changing the height of the frame, we would change the angular relationship between the upper and lower control arms. This would change the height and lateral location of the front roll center.

The height of the roll axis, the imaginary line connecting the front and rear roll centers, would change also. The distance between the center of gravity and the roll axis would change so that... “Oh, what a tangled web we weave when at first we mess around with the chassis.”

I don’t care if one has been driving racecars for 30 years or 30 minutes, the question is the same. Mr./Ms. racetrack owner and rule maker, how do you get the frame back to where it was before the spring change without using weight jacking screws? A wily veteran might stack the spring pocket with shims to allow some form of adjustment, but these are difficult to use. A newcomer to racing doesn’t have a chance.

Rule makers will argue cost. Four 9-inch lengths of one-inch threaded rod and 8 one-inch nuts, (one to weld and one for a jamb nut for each corner), costs less at a local machine shop than the entry fee into the pit for one person for one night. The cost of weight jacking screws is not a concern for anyone.

Some racetrack owners will tell you that a beginner may not have cutting torches and a welder.

If anyone attempts to race a stockcar without that basic equipment they are like a golfer who doesn’t have clubs or tees, or a bowler who doesn’t have a ball and shoes, or a baseball player who doesn’t have a bat and a ball. My advice, if you don’t have torches and a welder, find another toy to play with. You’re in the wrong game.

Other racetrack owners will tell you that a newcomer is totally unfamiliar with all of the above. That’s true, but shouldn’t a newcomer be learning to use those weight jacking screws and other racing devices while in the Road Hog or Chevette class? If a guy or gal drove in the Chevette class for five years without learning all of the above, and then built or bought a Late Model, they would be like a lamb being led to slaughter when they went up against Mike Luna or Jay Mobley or Tim Yeager.

It is totally unfair of a racetrack owner to deny a newcomer his or her right to learn. Let’s take the weight jacking screw rules and throw them into the garbage can where they belong.

Many racetrack owners and racing associations have placed limitations on engine setback. Some racetrack owners have rules that basically state that the engine must remain where the manufacturer placed it. Some racing associations have some complex rules, which specify how far back the engine can be placed. The rules regarding engine setback belong in the garbage can alongside the weight jacking rules.

In his book, Dirt Stock Car Fabrication and Preparation, author Joe Garrison, states that if you move the engine back too far, you will introduce a “push” into the car that cannot be removed. No matter how much “wedge” you take out of the car, the car will not want to turn. (Incidentally, GRT racecars have won several national championships). My own personal experience with engine setback over my years of racing leads me to concur with Mr. Garrison. Therefore, engine setback is self-limiting. Move it back too far, and you will soon be moving it forward. However, doing the job is simple. Set the engine on wood blocks behind the front cross member and adjust it to the height and angle that you want. Then move the frame around until you have the engine exactly where you want it. Weld the engine mounts to the frame and you’re finished. The cost is less than that for weight jacking screws.

Let’s set up a comparative example of engine setback. Our example car weighs 3000 pounds and it has a 112-inch wheelbase. Its center of gravity (C/G) is located 56 inches aft of a line drawn between the front wheels, i.e., the same line used to determine the wheelbase length. We are going to use this line for some other measurements so let’s call this line a “datum line.” Now let me introduce the concept of force, distance, and moments. It’s easy, so don’t throw the newspaper down. If you have ever used a torque wrench, you are familiar with force and distance. The units used in a torque wrench are pounds (force) and feet or inches (distance). If I multiply force by distance, the product (the answer) is called a “moment.” Don’t ask me, I haven’t a clue as to why it’s called a “moment.” Using our example car, we multiply the force (3,000 pounds) by the distance to the C/G (56 inches) which gives us a moment of 168,000. Now we are going to remove the engine, (on paper at least), from its original location and move it 10 inches back. Then we’re going to see what that did to the C/G. For our example, the engine/transmission weighs 750 pounds. Its C/G is located 15 inches aft of the datum line, in other words, near the rear of the engine. I multiply -750 pounds (I’m removing the engine so it’s negative) by 15, which gives me a moment of -11,250. The car now weighs 2250 pounds (3,000-750) and the new moment is 156,750 (168,000-11,250). I now put the engine back into the car, but 10 inches aft of its former location. Seven hundred fifty pounds multiplied by the distance, 25 inches, (the original 15 + 10), gives a moment of 18,750. Logically, the car once again weighs 3000 pounds. The new moment is 175,500 (156,750 + 18,750). If I divide the moment by the weight, I get the new distance, i.e., the new C/G. Dividing 175,500 by 3000 the answer 58.5. I moved the center of gravity 2.5 inches aft (58.5-56). As a comparison, (I spared you the math, but it is similar), I could have added 118 pounds of lead 10 inches behind the rear axle, (122 inches aft of the datum line), and, using the original engine location, I would have moved the C/G back the same 2.5 inches. The only difference is that I add 118 pounds to the car using lead. But, which way is best? I don’t know! I could invite Goble Bertram, Tommy Hargis and Barton Williams into my living room and we could discuss it until four in the morning and probably not come up with a definitive answer. But, isn’t this our decision to make? Shouldn’t we decide what to do with our own cars? So, why do we need any rules regarding engine setback?

Have you ever been to a World of Outlaws sprint car race? They jam the grandstand with fans wherever they go. Often, the local fire department has to close the doors to the track to comply with seating limits. During practice, these guys bring the crowd to their feet. They are awesome! Why do they call themselves, “Outlaws?” Because they race with very few rules. They run what they “brung.” I think these guys know that, “Rules Reck Racing.” Let’s take the engine setback rules and throw them into the garbage can where they belong.

Remember, next Friday, September 24 the Clinton County Speedway, Kentucky’s super track, will feature Open Wheel, Road Hog, and Chevette competition. Until then, take care, and please “click” your seatbelt. We really do need you here with us.

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