I drag raced for money.

I Brcket Raced for Money	This website has no web ads because it has too few hits for Google ads to pay. k. So we need your donations to maintain this website and have these videos professionally made for tfbdiabets..com THEY ARE NOT TAX DEDUCTIBLE We APPPRECATE & THANK YO
I raced at two different tracks. Coon Rapids MN (CR) and New Brighton MN (NB). They each had five brackets dived by times. Less than 11, 11 to 12, 12 to 14, 14 to 17, over 17 seconds. I was in bracket three. By far the largest. It normally had 39 cars on average. It made for five rounds. What you did was take your white marker and put a time on your windshield of the time you would not run quicker than in seconds. If you ran faster than that number, you were disqualified. The winner then went onto the next round. They paid the last four cars. I was in the final four so much that everyone was on my case to go to Texas to race because they raced more days a week for more money. From the spring of 1970 to the middle of 1971, I only missed the final four, five times. So, in the fall of 1971 I ordered a trailer that I could pull behind my 62 Thunderbird. That dream ended abruptly in May of 1972 because of a girl. See "Our Story". So, then I bought the truck because the R/T by this time only got 5 mpg. This was not a problem on the street because I had quick access to premium gas stations. I wanted to get into bracket two for more money. Soi, I had the engine balanced and blue printed. They took so much off the heads that I got the very first adjustable push rods made by ISKY for a 440. At the third race I blew up the engine and sold the truck. But kept the car until 1993 when I gave to my son. Obtaining the truck was a quirk of fate. There was a circle track team located in the Twin Cities who had the truck built to take their car to racetracks. They went to Utah for a race. On the way back the truck engine blew up. They got it towed to the place where they were able to swap engines between the truck and their race car. Came home and sold the truck to me. The truck with the R/T on it scaled at 13,600 lbs. I won most of the drag races on the steer with the R/T loaded. Description of the truck. It had doors on the bottom of each side of the box for tools, it also had access to a platform from inside the cab. The solid steel bed for the car ran all the way across. It had two large holes lo n each side with slots cut down the bed to drp the bolts on the carholders to drop into and slide down.The curved carholders each had two bolts wielded to the bottom of them. After using the electric wince to pull the car up to the top of the bed you would drop them in and slide them down to lock them in place. It also holes made for chain tie-downs with a lever to pull down and compress their springs to hold the front. in place. They turned out to be useless because the R/T had its torsion bars fully unscred the weight of the engine when stopping would push down enough to release the lever and they fall loose and just dangle. So, I never used them. In June of 1971 I set the track record in D/SA These burnouts did create a lot of smoke. Other drivers were complaining. So, the truck told me not to do it anymore. So, the next time I came up to the line I just did one quick spin to dust them off. So, when the light turned green, I hit the gas, the R/T went to 5800 rpm and stayed there. The R/T did not move, although I could hear the tires spinning. So, I opened my car door and looked. They were spinning, so shifted in seconds and it moved about two feet. Opened my door, they were still spinning. I was almost to the tree. So, I shifted into third. I then kept the R/T at 5800 rpm. Then all of a sudden, the tack snapped down to 4500 rpm and I was almost at the finish line and now was 1100 feet from the starting line. Ran a 22.36 second run instead of usual 13.50. The track orders me to never do that again. After that I did cool down the burnout and never heard from them again. I wanted to redo it because I figured if I only heal held at 4500 rpm, I would have made it the hole quarter mile. I never put traction bars on it to go faster at the strip. The reason for that was I really enjoyed it and the way the R/T handled. However, I was never able to get around a square corner faster than 35 mph. My Tbird could only do a square corner at 25. One time I was going on a freeway in the R/T. The right lane was moving just fine. However, the outside line was terribly slow. Then I found out why. The was a guy going 50 mph. I laid on the horn. No response. So, I made a left turn into the median and passed him then I hit the brakes and slowed him down to 40 mph and pointed for him to pull over. He got the message. I used the median one more time when traffic stopped suddenly, and I was not going to be able to stop in time. So I went to the median, downshifted to second and hit the gas and passed the problem. When I came back, she laned straight and the back end came around in line with the road. Later I could see tire marks where I landed. There were no marks on the shoulder. Had the same problem going north with my 78 351 modified Tbird once. But because of the water drains I saw I ran up on the shoulder of the south bound lane before I turned back in and get back on the north bound lane. Went home.	THE "R/T" Changes Made to the "R/T' Drag Racing My Trip up 35E at 185 mph/a> Other Hot Cars I have Owned Our Life with the "R/T" My 6 Websites About Me

I Brcket Raced for Money

    I raced at two different tracks. Coon Rapids MN (CR) and New Brighton MN (NB). They each had five brackets dived by times. Less than 11, 11 to 12, 12 to 14, 14 to 17, over 17 seconds. I was in bracket three. By far the largest. It normally had 39 cars on average. It made for five rounds. What you did was take your white marker and put a time on your windshield of the time you would not run quicker than in seconds. If you ran faster than that number, you were disqualified. The winner then went onto the next round. They paid the last four cars.
    I was in the final four so much that everyone was on my case to go to Texas to race because they raced more days a week for more money. From the spring of 1970 to the middle of 1971, I only missed the final four, five times. So, in the fall of 1971 I ordered a trailer that I could pull behind my 62 Thunderbird. That dream ended abruptly in May of 1972 because of a girl. See "Our Story". So, then I bought the truck because the R/T by this time only got 5 mpg. This was not a problem on the street because I had quick access to premium gas stations.
    I wanted to get into bracket two for more money. Soi, I had the engine balanced and blue printed. They took so much off the heads that I got the very first adjustable push rods made by ISKY for a 440. At the third race I blew up the engine and sold the truck. But kept the car until 1993 when I gave to my son.


    Obtaining the truck was a quirk of fate. There was a circle track team located in the Twin Cities who had the truck built to take their car to racetracks. They went to Utah for a race. On the way back the truck engine blew up. They got it towed to the place where they were able to swap engines between the truck and their race car. Came home and sold the truck to me. The truck with the R/T on it scaled at 13,600 lbs. I won most of the drag races on the steer with the R/T loaded.

Description of the truck.

    It had doors on the bottom of each side of the box for tools, it also had access to a platform from inside the cab. The solid steel bed for the car ran all the way across. It had two large holes lo n each side with slots cut down the bed to drp the bolts on the carholders to drop into and slide down.The curved carholders each had two bolts wielded to the bottom of them. After using the electric wince to pull the car up to the top of the bed you would drop them in and slide them down to lock them in place. It also holes made for chain tie-downs with a lever to pull down and compress their springs to hold the front. in place. They turned out to be useless because the R/T had its torsion bars fully unscred the weight of the engine when stopping would push down enough to release the lever and they fall loose and just dangle. So, I never used them.

In June of 1971 I set the track record in D/SA

    These burnouts did create a lot of smoke. Other drivers were complaining. So, the truck told me not to do it anymore. So, the next time I came up to the line I just did one quick spin to dust them off. So, when the light turned green, I hit the gas, the R/T went to 5800 rpm and stayed there. The R/T did not move, although I could hear the tires spinning. So, I opened my car door and looked. They were spinning, so shifted in seconds and it moved about two feet. Opened my door, they were still spinning. I was almost to the tree. So, I shifted into third. I then kept the R/T at 5800 rpm. Then all of a sudden, the tack snapped down to 4500 rpm and I was almost at the finish line and now was 1100 feet from the starting line. Ran a 22.36 second run instead of usual 13.50. The track orders me to never do that again. After that I did cool down the burnout and never heard from them again. I wanted to redo it because I figured if I only heal held at 4500 rpm, I would have made it the hole quarter mile.
    I never put traction bars on it to go faster at the strip. The reason for that was I really enjoyed it and the way the R/T handled. However, I was never able to get around a square corner faster than 35 mph. My Tbird could only do a square corner at 25.

    One time I was going on a freeway in the R/T. The right lane was moving just fine. However, the outside line was terribly slow. Then I found out why. The was a guy going 50 mph. I laid on the horn. No response. So, I made a left turn into the median and passed him then I hit the brakes and slowed him down to 40 mph and pointed for him to pull over. He got the message. I used the median one more time when traffic stopped suddenly, and I was not going to be able to stop in time. So I went to the median, downshifted to second and hit the gas and passed the problem. When I came back, she laned straight and the back end came around in line with the road. Later I could see tire marks where I landed. There were no marks on the shoulder. Had the same problem going north with my 78 351 modified Tbird once. But because of the water drains I saw I ran up on the shoulder of the south bound lane before I turned back in and get back on the north bound lane. Went home.

THE "R/T"

Changes Made
to the "R/T'

Drag Racing

My Trip up
35E at 185 mph/a>

Other Hot Cars
I have Owned

Our Life with
the "R/T"

My 6 Websites

About Me