Camaro, Mustang, Viper—in fact, conversions for all front-mounted Tremec T-56 transmissions soon to follow

Marietta GA: MTI Racing has pioneered the world’s first 6-speed sequential transmission for C5 and C6 Corvettes. Its chief purpose is to accomplish exceedingly fast no-lift gear shifting.

Using the original Tremec gear case, MTI converts the internals and the H-pattern shift mechanism to full sequential operation

A direct bolt-in dog-engagement transmission, the service will soon extend to Camaro, Mustang, and Viper—in fact all front-mounted Tremec T-56 and T-6060 transmissions.

Using the original Tremec gear case, MTI converts the internals and the H-pattern shift mechanism to full sequential operation. Introduced initially for the Corvette, it maintains the original mating surfaces and operates with the original mountings, clutch, slave cylinder, and drive-shafts. Its two key advancements are its strength and most of all its shifting speeds.

This spline shaft (arrow) operates all internals of the transmission.

Shift times with the original equipment require about a second. With dog engagement shift times are reduced to 0.35 to 0.45sec, depending on shift lever length. But when accompanied by an electronic paddle-shift mechanism, this dog-engagement design will affect a shift in 10 to 20 milliseconds (100th to 200th of a second).

But this system’s real superiority is not just revealed in acceleration—its lightning fast no-lift up-shifting ability—but for track days and road racing, its downshifts through 6th, 5th, 4th, 3rd, & 2nd are all completed in less time than it takes to brake. Thus its startling down-shifting capability promotes greater vehicle stability under braking and corner entry.

Reece Cox owner of MTI Racing

It may appear MTI’s new sequential technology has suddenly burst upon the scene, but it hasn’t. In 2001, when the concept of track days had just started in the US, Corvette owners commented they were using only four of their six gears. At that time MTI’s Reece Cox addressed the issue by providing a special ring and pinion, which also improved acceleration.

Later he introduced a new close ratio gear, which allowed Corvette owners to use five of the six gears during track use. Then about four years ago, while still using the conventional H-pattern shift gate, MTI Racing introduced dog ring engagement to the Tremec T-56 gearbox casing. The ratios are as follows: 1st 2.437; 1.611; 1.228; 1.00; 0.875 and 6th 0.777.

By necessity the sequential system introduces a barrel arrangement that replaces the conventional H-pattern internals.

By necessity the sequential system introduces a barrel arrangement that replaces the conventional H-pattern internals, while cleverly employing the same above-mentioned gears. Therefore all existing MTI Racing’s H-pattern dog boxes can be updated to sequential technology if desired.

Lastly, the firm’s electronic paddle shifting mechanism is in its final production stages.

For further information contact:
MTI Racing
1190 Hayes Ind. Dr.
Marietta, GA 30062
Tel: (770) 919-7774
www.MTIracing.com

In 1965 Chrysler and the Southern Californian Plymouth Dealers Association underwrote the costs of constructing and operating a blown nitro 426cu in rear-engine Plymouth Hemi Barracuda Funny Car

Forty-eight years ago, toward the end of the 1965 drag racing season, Chrysler and their Southern Californian Plymouth Dealers Association underwrote the costs of constructing and operating a blown nitro 426cu in rear-engine Plymouth Hemi Barracuda Funny Car.

The proposition that brought together the Chrysler Corporation and the Southern Californian Plymouth Dealers Association was conceived by the late Lou Baney. Lou, who was already running the Mongoose in the Yeakel Plymouth Center’s Fuel dragster, could see the potential for exploiting a new Hemi Barracuda Funny Car in exhibitions and Match races. The moment was right and the deal was struck and B&M Automotive were contracted to construct the car, Dave Zeuschel to prepare the engine and Tom “Mongoose” McEwen to drive it.

Chrysler’s competition department moved the rear axle assembly forward on the chassis in an attempt to improve weight transfer under acceleration, thus increasing the car’s traction

The origins of the Funny Car

The term Funny Car had derived from the appearance of Chrysler’s Ram Chargers a year earlier. The corporation’s competition department had moved the rear axle assembly forward on the chassis in an attempt to improve weight transfer under acceleration, thus increasing the car’s traction.

Also, funny by today’s standards, this Fuel car, those that run on nitro methane, and others from that era exhibited a conspicuously high front ride height. Constructed with leaf springs resting on a simple front beam axle the high front ride height was most probably adopted for its ability to transfer weight quickly to the rear end during full acceleration. However the practice came to an abrupt end when the “Mongoose” unleashed the new 1965 Barracuda on its first full quarter-mile run at Lions’ drag strip in Los Angeles.

Constructed with leaf springs resting on a simple front beam axle the high front ride height was most probably adopted for its ability to transfer weight quickly to the rear end during full acceleration

Taking flight in the Barracuda

If it had occurred to anyone that the car’s contemporary body styling resembled that of an airplane wing and that at 160mph it might take flight, their comments were not recorded. But fly it did during a test session one fine autumn Sunday afternoon in 1965. Some reports cite the Barracuda climbed to 30 or 40ft before its parachute deployed, encouraging its return to mother earth.

Certainly Tom’s thoughts were not of aerodynamics. His mind was preoccupied by more pressing matters, chiefly the car’s unorthodox driving position. To allow space for the engine and transmission behind him, he had been pushed uncomfortably close to the steering wheel.

The Cuda’s unorthodox driving position – to allow space for the engine and transmission behind him, Mongoose had been pushed uncomfortably close to the steering wheel. Pictured: Tom “Mongoose” McEwen behind wheel, Mickey Thompson (who managed Lions Dragstrip at the time), Mickey’s son, Danny, and engine builder, Dave Zeuschel in foreground.

Eventually the car reached track end where it somersaulted right way up, breaking all its wheels off. The driver’s door opened easily and the crew greeted the reluctant pilot. By Tom’s account, “They stood in amazement.”

Aftermath

The destroyed car was soon returned to B&M where they built another. Understandably Chrysler engineers decided to lower the car; install a front spoiler, setting it close to the ground; and fitting it with a short rear spoiler on the rear deck.

Another shot of the ’65 Barracuda and one of the first runs. Notice the high ride-height and the gap between the front tire and the bodywork

Thereafter the car proved to be a useful exhibition car, attracting much publicity not only with Mongoose but also later in the hands of Fred Goeske before it took residency in Don Garlits’ museum. Currently the car resides in Seattle where its present owner is engaged in a frame-off restoration.

Although some aerodynamic issues figured again five years later when Ronnie Scrima built two new chassis for the 1970 Hot Wheels Plymouths, it was the Corvettes of 1976 that caused most dismay. Of the six cars produced five of them crashed; only Tom McEwen’s survived.

The Cuda took flight and eventually reached track end where it somersaulted right way up, breaking all its wheels off

“First, the Corvette had a short rear deck, which nullified the effect of the rear spoiler. At three-quarter track distance, the high-speed low-pressure air flowing over the roof generated so much lift at the rear they became unstable and most of them crashed.”

Subsequent consultations with an Indy 500 engineer pioneered the use of long end plates, so familiar on today’s Funny Cars. These end plates, which are positioned at each end of the rear spoiler and extend forward, trapped air at the rear of the car, added down force to the rear wheels, and solved many aerodynamic troubles.

Those of us who have come to know the gentlemanly McEwen well are enraptured by his first-hand reminiscences of a time in drag racing that produced so many pioneers—a formative time in the sport that is worth revisiting. Next month the “Mongoose” talks about the developments that brought us the racing slick tires.

With later designs Chrysler engineers decided to lower the car; install a front spoiler, setting it close to the ground; and fitting it with a short rear spoiler on the rear deck

The Corvette had a short rear deck, which nullified the effect of the rear spoiler. At three-quarter track distance, the high-speed low-pressure air flowing over the roof generated so much lift at the rear they became unstable and most of them crashed

Subsequent consultations with an Indy 500 engineer pioneered the use of long end plates, so familiar on today’s Funny Cars. These end plates, which are positioned at each end of the rear spoiler and extend far forward, trapped air at the rear of the car, added down force to the rear wheels, and solved many aerodynamic troubles

Columbia, SC: Ram’s new 6in Assault Weapon is the latest oval track clutch assembly to wear the badge of the Columbia, SC competition clutch company.

Engineered to maintain the lightest rotating mass yet provide the best remedy for premature wear associated with small-diameter racing clutches, Ram has endowed its assault weapon with lightness and durability.

Available with twin or triple discs, which take advantage of its diameter and thicker sintered bronze metallic friction surfaces, Ram proclaims the Assault Weapon will endure more heat, more abuse, and resist more severe wear than any smaller diameter racing clutch.

Full billet construction and of re-buildable design, the Assault Weapon has the ability to disperse high temperatures without distorting the discs.

Comprising flywheel, friction discs, floater plates, pressure plate, spring diaphragm and cover, the clutch assembly is available with dual (10.1lbs) or triple discs and with10 or 26 splines.

Ram’s twin- and triple-disc Assault Weapons start at $599

For further information contact:
RAM Automotive Company
201 Business Park Blvd.
Columbia, SC 29203
Telephone (803) 788-6034
www.ramclutches.com

Braselton, GA: Each year the Historic Sportscar Racing association (HSR) organizes the largest and oldest event for Historic race cars on the East Coast. It’s called the Walter Mitty and it takes place at Road Atlanta, usually in late April.

Founded by a group of Atlanta‐area racing devotees in the mid-1970s, the Mitty is a celebration of sports and racing cars from the 1950s through the Can-Am years to more recent times. This year’s event, the Classic Motorsports 37th Mitty, took place on April 26-28, and had appointed former driver and now F1 television commentator for NBC David Hobbs as its Grand Master.

Ed Pink Racing Engines’ proprietor, the upbeat Tom Malloy reclining in his folding chair under his transporter awning said, “Come on in and take a look at my McLaren M8E, if you’d like.”

Here in this series of images taken on Friday in the paddock and on the track are a few of the memorable machines in action and on display at this year’s event. They begin with Tom Malloy’s McLaren and his Eagle followed by a Porsche 917K, a model with a towering presence in historic Sportscar racing. This iconic machine brought Porsche its first 24 hours of Le Mans sports car victory in 1970 and triumphed again in ’71.

David Hinton’s Heritage Motorsports of Clearwater, Florida arrived with a remarkable car count of 26 machines. These included a gaggle of acclaimed, rare and lovely Cam-Am race cars ably cared for by the esteemed Billy Foster.

Ford 57 Custom with Kaase Boss Nine, restored by Chris Agee Resto Racing

McDonough GA: Each year from April 20 to May 20, before the summer heat settles in, north Georgia presents itself as the ideal venue for event planning.

It is during this time, when the azalea and the dogwood preparing for their first flush of bloom and the magnolia presents its exquisite burnished, dark green leaf, that Summit Racing holds its open house at its McDonough branch, located at Junction 216 on the I-75 just south of Atlanta.

And so it was on April 20, one month from the first day of spring, when Summit’s Ray Tatko and his team greeted their guests under warm, blue skies at their McDonough store. For the third successive year, they had invited dozens of manufacturers to display their wares in the marquee and hundreds of enthusiasts presented their machines in the parking lot. These included the 1967 Pro Street Camaro of Ram Clutches’ Mike Norcia, a car that has been in his family for decades and a delightful 1957 Ford Custom sporting a Kaase Boss Nine.

The 1967 Pro Street Camaro of Ram Clutches’ Mike Norcia, a car that has been in his family for decades

“The objective of our McDonough store, which we opened in 2006,” said Summit’s Gene Qualls, “is to promote faster deliveries in the southeast and to engage enthusiasts in the area.”