![]() ![]() The track owner Ron Leek let me run all six license runs in one day.Īs time went on, I learned many things about the car as a package. In April of 1976, I did my Pro Stock NHRA license runs at Byron. Wow! I knew this car would run low 9s all out. The little Pinto rang up 9.50 at 150 mph. When my turn came, I drove just as Joe instructed. We planned to make an easy run, so we kept the rpms 1,000 lower than an all out run. At the trailer, Joe had me sit in the car and talked me through mock runs. Mark and Pete’s driver and UDRA Pro Stock Champion Joe Gouger met us there. All four of us took the Pinto to the track so I could make a couple timed runs. ![]() US 30 Drag Strip was only a short distance away. For two days, Mark and Pete had Rick and I help put it all back together, teaching us as much as possible.īy Sunday, the Pinto was ready. So were the Lenco 4 speed, Hayes Pro Stock Clutch and Dana rear end. The Pinto was still apart like when I looked at it the week before. When I decided to buy the Pinto, Mark and Pete had my crew chief Rick Davis and I come for the weekend. They wanted me to do well in a car they built. As I got to know them, I realized it was a matter of pride. The former Portage, IN, Pinto owners, Mark Seaman and Pete Rich were a big help.ĭue to business demands they were retiring from drag racing, so they were willing to show me all they could. Going three seconds quicker and 35 mph faster in a much lighter and shorter wheelbase car, I got used to it quickly, and it was a blast.Īs I said earlier, keeping the Pinto competitive, qualifying and go-rounds within the rules was another matter. I found it easier than a full 5-bulb tree. Most Pro Stocks back then used de-stroked small block engines for that reason.ĭriving with a Pro Start four-tenth single yellow bulb was no problem. The Pinto had to be 7.2 pounds per cubic inch. Decided by brand, type, wheelbase, performance history of engine, etc. The car had a minimum weight requirement.īack then, Pro Stock minimum weights were factored as pounds per cubic inch. I had to get a ProStock license, and keep up with changing safety rules as well as performance and modification rules. Moving into Pro Stock was much different. But maximum horsepower was still the main ingredient. I won a healthy share of Run Tuff Eliminator bracket events and the ’73 and ’74 Oswego, IL, Track Championships.Īs time went on in my Pro Stock career, I learned many things about the car as a package. I worked hard at the above mentioned recipe, and it often paid off. was established and you could go rounds, tuning or further modifying to go quicker was not wise. ![]() Also, endurance is a must to go many rounds at a race and for the season. My goal with bracket racing was to pick a comfortable break out, be consistent, cut a good light and know when to take the stripe and when not to. However, my drag racing philosophy was about to radically change. The Pinto had been running low 9s at 150-mph +. ![]() Rear suspension was a four link, Panhard bar, and Koni coilover double adjustable rear shocks. In September of 1975, I bought a used UDRA/Chicagoland Pro Stock Pinto called “The Stone Pony.” It was a serious player –Įngine was a 366˝ Gapp and Roush Cleveland coupled with a Lenco 4 speed and Dana rear end. ![]()
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