New Products – Competition Plus

NEW PRODUCT: PROCHARGER TARGETS S650 MUSTANG WITH TURNKEY SUPERCHARGER OPTIONS

Bobby Bennett — Mon, 02 Feb 2026 12:41:51 +0000

Aftermarket supercharger manufacturer ProCharger has expanded its offerings for the 2024–2026 Ford Mustang GT, introducing two centrifugal supercharger systems aimed at owners seeking substantial power gains without extensive vehicle modification. The company positions the packages as turnkey solutions designed to work on pump gas while retaining daily-drive usability.

The systems are engineered for the S650-generation Mustang and are offered in two configurations, labeled High Output (HO) and Stage II. Both kits are designed to deliver at least 325 horsepower over stock output on 93-octane fuel, according to manufacturer specifications.

At the core of both packages is ProCharger’s P-1X supercharger, paired with an air-to-air intercooler rated for more than 1,200 horsepower. The HO system is configured to produce 11–12 psi of boost using a six-rib drive, while the Stage II version upgrades to a dedicated eight-rib drive and a larger intercooler for higher-load durability.

ProCharger says the six-rib drive used in the HO system has been proven in applications exceeding 18 psi, a claim intended to address concerns about belt reliability under sustained boost. The Stage II system’s eight-rib drive is positioned as an option for owners planning future power increases or frequent track use.

Both systems include fuel system upgrade components and engine and transmission calibration, allowing the kits to be installed without sourcing third-party tuning. The company describes the packages as bolt-on installations that can be completed with common hand tools, a factor likely to appeal to enthusiasts working outside of professional shops.

Noise and drivability considerations are addressed through optional equipment. Buyers can select a helical gear set intended to reduce supercharger noise, as well as multiple blow-off valve choices ranging from standard bullet-style units to race-oriented alternatives.

Aesthetic customization is also part of the program. ProCharger offers black or polished finishes on the supercharger head unit and mounting brackets, along with optional black-coated intercoolers to better match factory engine bay themes.

For customers choosing the Stage II configuration, additional upgrades are available, including an eight-inch crank pulley and a Coyote crank support system. These options are intended to improve belt wrap and crankshaft stability in higher-output applications.

Pricing for the Mustang GT supercharger kits begins at $7,999, placing them in the mid-range of the current S650 forced-induction market. ProCharger lists a typical ship time of approximately three days, suggesting the kits are kept in regular production rather than built to order.

The company emphasizes domestic manufacturing, noting the systems are produced in the United States. While that claim may resonate with some buyers, the broader appeal of the kits is likely tied to their advertised power-per-dollar value and inclusion of tuning and fuel components.

As with most aftermarket power adders, real-world results will depend on installation quality, calibration, and supporting modifications. Still, ProCharger’s Mustang GT offerings reflect a continued push toward complete, packaged systems rather than piecemeal upgrades, a trend that has become increasingly common in the modern muscle car aftermarket.

For more information, vist www.procharger.com

PROLAUNCH SOLUTIONS AIMS TO MODERNIZE DRAG RACING TIMING AND TRACK OPERATIONS

Bobby Bennett — Tue, 09 Dec 2025 20:46:00 +0000

ProLaunch Solutions has introduced a new timing and operations system that the company says will modernize how drag racing facilities manage race-day workflow, staffing, and racer services. The platform is set to become available as a plug-and-play upgrade for existing timing systems beginning March 1, 2026.

The system replaces many manual processes that have long defined track operations, including paper tech cards and printed time slips. Racers will receive time slips by text message or email, removing the need for a staffed time-slip booth and reducing operating costs for facilities.

Track officials will be able to import racer tech information digitally through the system’s online profiles, a change aimed at reducing tower workload and minimizing data-entry errors. “This is about giving tracks the tools and technology they deserve while reducing expenses that have weighed them down for years,” said Brian Prins, a representative of ProLaunch Solutions.

The platform also includes integrated access to DragRaceTV.com, allowing racers to purchase video of their run within minutes of completing a pass. ProLaunch says the feature offers tracks a new revenue source and gives racers faster access to their footage.

A touch-screen interface replaces older menu-driven timing hardware, and ProLaunch says the simplified layout shortens training time for operators. The company reports that the design improves consistency and accuracy during race operations.

The system expands to front-gate functions by offering online ticketing for racers, crew, and spectators. Tracks will be able to reduce cash transactions at entry points and view attendance projections in advance.

ProLaunch is also offering racer discounts through partner brands, positioning the program as an added incentive for user adoption. “This is a win for the tracks, a win for the racers, and a win for the entire drag racing community,” Prins said.

Digital tech cards and online ticketing tools are available now, with full timing-system installations scheduled to begin in 2026.

MARK DUDLEY JR.’S 1974 DUSTER PROVES THE POWER — AND DURABILITY — OF BLACKBIRD’S RACE SPEC 700 GEN 3 HEMI

Andrew Wolf — Tue, 09 Dec 2025 14:42:23 +0000

For nearly half his life, Mark Dudley Jr. has been behind the wheel of his ’74 Duster. He’s raced it since he was 15, built it himself, and lived through every mechanical iteration of a racecar it’s had. Today, it sports a Blackbird Performance Race Spec 700 for power, a Gen 3 HEMI engine that’s transformed his program and rewritten what reliability and performance from a modern platform can look like in grassroots bracket racing.

“It’s a 6.4-liter Gen 3 HEMI — it’s got stock heads, better seats, CNC work, about a .635-inch lift hydraulic roller, stock rockers, stock Hellcat lifters, Wiseco pistons, all-forged rods, and a stock crank,” Dudley explains. “It makes right at 720 horsepower.” The combination, built around the same BGE block used in factory Hellcat applications, is mated to a 727 Torqueflite transmission and a Dana 60 rear with 4.56 gears. It’s got a 30×9 drag radial out back and has been 6.04 at 114 in the eighth, and 9.50 at 140 in the quarter.”

That performance comes from a car that’s about as honest as they come, with all original steel and stock suspension. “It’s all steel, all original floors,” he says. “Stock front suspension with torsion bars, single-adjustable QA1’s up front, and CalTracs with split mono-leafs and Rancho nine-way shocks in the rear. It’s super simple.” At 3,200 pounds, Dudley’s Duster moves with the urgency of a lighter-weight car.

But it wasn’t always that way. The Duster originally had a 418 cubic-inch small-block Mopar, a J-headed 340 that, at its best, went 6.59 at 103 in the eighth. “It was a good motor that I ran forever, but it finally gave up,” he says. “When it broke, it broke the rearend, the transmission, and pretty much everything else. I’d wanted to do a Gen III HEMI for a long time, but nobody around here had done it yet.”

That changed at the Rockingham Mopar Show, where Dudley met Geoff Turk of Blackbird Performance. “I’d been following what Geoff was doing,” he recalls. “The Gen III is a direct small-block replacement, and that’s what sold me. With a traditional small-block Mopar, you can only go so far before you start splitting cylinders or spending crazy money on blocks that aren’t even that great. The Gen 3 HEMI just bolts straight in. And when I say bolts in, I mean bolts in — no header dents, no fitment issues, nothing. I used TTI headers and motor mounts, and it went right in the car like it was made for it.”

That ease of installation was matched by the simplicity of the setup process. Dudley’s Duster runs on methanol with a Get’M carburetor and Blackbird’s Afterburner ignition system, which comes standard on every Race Spec 700.

“I’d never had any electronic ignition in the car, so I was nervous about that controller. But it’s the easiest thing I’ve ever wired in my life; it’s literally self-explanatory. You’ve got a couple wires, one hot all the time, one switched, a ground, and that’s it. The whole harness is one piece. From the time I opened the box to having it running was 15 minutes. We built the whole car in a week, the motor, transmission, rear end, everything, and it’s been flawless ever since.”

“Mark’s car went together flawlessly,” Turk shares. “At about 11 o’clock one night he, his dad, and grandpa decided to wire the ignition. None of them had ever wired an electronic control system in their life. I told them, ‘If you get it started tonight, call me.’ At 12:45 a.m. I got a video of the engine running. Three wires, fired right up—that’s how easy it’s supposed to be.”

To say it’s been flawless is not an exaggeration. Since the swap, Dudley has logged roughly 320 passes. “I’ve changed the oil twice,” he says. “About every 125 runs. I’m running it on methanol with a Get’M 1000 cfm twin-blade carb, and it’s been perfect. I don’t even have a transbrake or a two-step, I’m just foot-braking. It’s simple and deadly consistent.”

“There’s nothing exotic about this combination,” Turk tells us. “It’s a stock 6.4-liter Gen 3 HEMI foundation with forged rods and pistons, our valvetrain recipe, and a carburetor on top. It’s inexpensive, simple, and very durable—exactly what bracket racers have been asking for.

The results speak for themselves. Dudley’s been in 14 finals this season alone, finishing second in points at Piedmont Dragway in 7.49 Real Street and top five in Outlaw Door Slammers. He double-enters regularly, sometimes running as many as four classes in a weekend between Piedmont, Farmington, and Mooresville Dragway. “The car’s been absolutely nasty. The only time it wasn’t perfect was at Bristol, but that was on me; the air swings are big there and I didn’t have it lean enough. Otherwise, I could unload it right now and bet a hundred bucks it’ll run a 6.10 or 6.11. I don’t even really need a time run anymore,” Dudley explains.

That level of consistency has made the car a highly dependable bracket machine. Dudley attributes it to the inherent design of the Gen 3 HEMI and Turk’s Race Spec program. “It’s just maintenance-free. Geoff told me to race it and if something breaks, we’ll find the weak link. Well, we haven’t found one yet. I’ve never had the valve covers off. I’m going to pull them this winter just to check springs, but it hasn’t lost a lick of e.t., there’s no leaks, no hiccups, no drop in performance.”

Dudley has nearly 15 years of seat time in this same Duster — and now, with a bulletproof 700- plus-horsepower HEMI under the hood, it’s faster and more consistent than ever. “This thing’s been a godsend,” he says plainly. “It’s the most consistent, reliable car I’ve ever had. It’s taken everything I’ve thrown at it.”

“The Gen 3 HEMI deserves more credit than it gets,” Turk says. “Put it in an A-body like Mark’s Duster and it’s a light, efficient, fast package. But it works in B-bodies, dragsters, super-class cars, anywhere you want 700 to 900 horsepower naturally aspirated. It’s a versatile, reliable, cost-effective powerplant that belongs in a lot more race cars.”

With 320 runs and counting on a host of stock parts, Dudley’s Duster proves exactly what Blackbird set out to accomplish with the Race Spec 700: an affordable, durable, and highperforming Gen 3 HEMI that racers can install, wire, and go to war with. It’s a 3,200-pound steel-bodied bracket car that runs 6.0s on repeat and needs little more than fuel and oil.

As Dudley sums it up, “I’ve been in the finals more times this year than in any other season I’ve raced. I’ve changed oil twice. I’ve never pulled a valve cover. And it runs exactly the same today as the day we fired it up. You can’t ask for anything more than that.”

BACK TO THE COUNTY: REVELRY ONE’S NEW OCIR HERITAGE TEE HONORS A DRAG RACING ICON

Bobby Bennett — Tue, 18 Nov 2025 20:01:23 +0000

For a generation of Southern California drag racing fans, few places carried the same magic as Orange County International Raceway. From its grand opening in 1967 to its final burnout in 1983, “The County” wasn’t just a track — it was the place where innovation met entertainment under the glow of Friday night lights.

Now, that legacy roars back to life with the Vintage Orange County Raceway Tee, a stunning new release that celebrates the heritage, heat, and horsepower that defined one of the most iconic drag strips in American history.

Available exclusively here ORANGE COUNTY INTERNATIONAL RACEWAY SHIRT

Crafted for true gearheads and nostalgia lovers alike, this premium cotton tee captures the bold spirit of OCIR with a vintage-style graphic that looks like it came straight off a ’70s pit shirt. It’s soft, durable, and built for those who still feel the rumble of Funny Cars echoing across the California night.

From Don “The Snake” Prudhomme and Tom “The Mongoose” McEwen to the wild jet cars and Saturday night showdowns, OCIR was where legends were made and records were rewritten. This shirt pays tribute to those unforgettable moments — when the stands were packed, the sky was orange, and the next pass might just make history.

Whether you were there when it happened or you just wish you had been, the Vintage Orange County Raceway Tee is your chance to wear a piece of drag racing’s most electrifying era.

The track may be gone, but the roar of The County lives on — one burnout at a time.

Grab yours now: ORANGE COUNTY INTERNATIONAL RACEWAY SHIRT

BLACKBIRD PERFORMANCE RACE SPEC 700: A MODERN N/A HEMI BUILT FOR BRACKET RACERS

Bobby Bennett — Thu, 30 Oct 2025 12:00:09 +0000

by Andrew Wolf

Blackbird Performance has earned its reputation by wringing record-setting performance from the Gen III HEMI platform in Factory Stock Showdown and Factory X competition. Yet company founder Geoff Turk knew that the architecture’s potential went far beyond elite, high-budget drag racing. His Race Spec engine program, such as the 6.4-liter (392 cubic-inch) naturally aspirated package, was conceived to make professional-grade HEMI performance attainable for the grassroots racer. “We wanted to keep it simple, reliable, durable, and very consistent—all the things that matter to bracket racers,” Turk explains. “And we wanted to keep it at a very competitive price point.”

The Race Spec 700 is part of a line of naturally aspirated engines that begins with the 600-horsepower pump-gas version and extends upward through 700, 800, and 900-horsepower variants. Beyond those sit supercharged Race Spec 1300, 1500, and 1700 packages. But the 700 is a standout offering, bridging entry-level affordability and durability with a power output that nestles into a sweet spot for many weekend warrior bracket racers. Its foundation is the production 6.4-liter BGE block, the same iron casting used in Hellcat, Redeye, and TRX applications. “That basic block is capable of supporting 1,500 horsepower, routinely,” Turk notes. “You get a 1,500-horsepower block, a 1,500-horsepower crank, and heads that, with a little bit of work, will support up to 1,700 horsepower. There aren’t many other factory platforms you can say that about.”

Turk’s assertion rests on physics, not brand loyalty. “I’ve worked on every platform, including the LS and the Coyote, and objectively, based on measured data, the Gen 3 HEMI just has a lot of inherent strengths. It’s like an LS in that it’s a two-valve, pushrod, cam-in-block engine, but it is better in almost every way.”

Those advantages begin with geometry. The hemispherical chamber’s valve layout allows straighter airflow paths and larger valves than any wedge-style head. “If you’re an air molecule, in a wedge head you run in one door, turn right, and run out another. In a HEMI, you fall in one side and run straight out the other. It’s just better physics,” Turk explains. Two spark plugs per cylinder accelerate combustion, allowing ignition timing six to eight degrees later than an LS without detonation. “The quicker you can make that burn happen right where optimum crank angle is, the more effective the cycle. It’s like lighting a bonfire with two torches from two sides instead of one torch in the middle.”

From a structural standpoint, the deep-skirt, cross-bolted main design ties the crankcase together with exceptional rigidity, while the likewise overbuilt forged factory crankshaft routinely survives well past 1,500 horsepower. Blackbird capitalizes on those OEM strengths rather than replacing them. “You’re not going to find another production block and crank that can take that abuse right out of the box,” Turk says.

Building the 700 starts with those OE components, then layers in forged connecting rods and pistons to raise compression above 12:1 (from the already-solid stock 11:1). The cast aluminum cylinder heads receive CNC machine work developed by Blackbird and BES Racing Engines, a precision valve job that helps at low lifts with blended bowls, and PSI 1515 beehive springs with titanium retainers. “We take the stock 6.4L head, which already flows exceptionally, and just clean it up where it matters most. The result supports over 700 horsepower naturally aspirated,” Turk explains.

The valvetrain remains largely factory: stock rocker shafts and arms, the same parts Blackbird runs all the way up to 8,000 rpm in hydraulic-cam combinations up to 1,500 horsepower. “As long as you stay hydraulic, you’ll never need any other valvetrain stuff at all,” Turk stresses. “People add hardware for stability, but the reality is you don’t need it. Those stock rocker arms are light, strong, and proven.”

On top sits a single four-barrel 4150-flange intake manifold and carburetor. The Race Spec 700 package as-tested makes roughly 715 horsepower, whether fed by gasoline, E85, or methanol. Bracket racer Mark Dudley, Jr.’s ’73 Duster served as the test mule for the combination; that car replaced a cast-iron-headed small-block Mopar that had run 10.50 seconds; with the 700 installed, it produced consistent 6.0’s to 6.20s in the 1/8-mile and 9.50-second 1/4-mile passes. “That engine now has over 320 passes this season,” Turk reports. “Zero failures, zero issues. He’s changed the oil once and still has the same plugs in it. It’s one of the most deadly consistent cars he’s ever owned, and he double enters it in two classes, so it’s making back-to-back-to-back runs all day.”

The simplicity of maintenance and repeatability were deliberate design targets. “Bracket racers care about consistency,” Turk explains. “They don’t want to chase tune-ups or spend money every 20 runs. So we built it from parts that are readily available, proven, and affordable to replace if anything ever happens.”

Ignition control is handled by Blackbird’s own Afterburner system, included with every carb-to-pan engine package. It uses the stock dual-plug coils, identical components to those firing Blackbird’s 1,700-horsepower Top Dragster-style engine, and is plug-and-play for racers unfamiliar with EFI. “The night that Duster was getting fired up, Mark texted me at 12:45 a.m. with a video. He had never had any electronics in the car. He said it took 15 minutes to hook up the ignition system and it fired right up.” The Afterburner controller, which sells separately for $749, comes bundled with the Race Spec 700’s base price. The packages are configurable with an EFI conversion that includes injectors, fuel rails, throttle body, and a calibrated control unit.

On race gasoline the engine reaches the same peak power as its methanol counterpart (it can also be configured with an E85 carburetor), but the alcohol variant gains torque down low and has better thermal stability. Says Turk: “For bracket racing, methanol is wonderful. Mark buys a 55-gallon drum for two bucks a gallon, adds top lube, and treats it like race gas all year. He doesn’t drain it, doesn’t have a vacuum pump, and the oil doesn’t dilute. He’s got 130-plus passes on the same oil.”

Compared with the entry-level Race Spec 600, the 700 uses the forged rotating assembly, higher compression, taller manifold, and a more aggressive hydraulic camshaft. The 600 retains the stock hypereutectic pistons and PM rods, remains 11:1 compression, and runs happily on pump gas. The 800 and 900 builds step up camshaft and airflow again, but all share the same fundamental architecture. Every engine is assembled exclusively from new components—no used or remanufactured cores—and each includes the control system in the price. “When you compare true new-part, carb-to-pan packages across LS, Coyote, or Gen III platforms, these are the lowest price-per-horsepower engines you can find,” Turk asserts.

That cost efficiency and longevity is a result of smart engineering and careful component sourcing decisions. “None of this stuff is made in China,” Turk says proudly. “The timing gears are from Italy because we couldn’t find a U.S. source, but the rest is American-made. The factory components come from Stellantis’ global supply chain—blocks, cranks, heads—but all are high-precision, OEM-quality parts.” Even the billet timing-gear and chain set, unique to Blackbird Performance, replaces the factory cam phaser and allows accurate degreeing, something the Gen III market previously lacked. “Before we did it, there was no aftermarket solution, you just had to lock out the phaser. Now we’ve got a true billet adjustable set,” Turk says.

Turk also highlights the inherent value in the factory valvetrain and fasteners. “The 6.4-liter passenger-car valves (or the Hellcat valves) are hollow-stem, high-strength, lightweight pieces, about as close as you can get to titanium without being titanium. That’s part of why these engines can run 8,000 rpm with hydraulic cams and moderate spring pressures. If you start with a truck head, you swap in the hollow-stem intakes, and we do that automatically on our race-prepped heads,” Turk explains.

By combining that careful parts selection with minimal aftermarket complexity, the Race Spec 700 achieves a rare balance of OEM reliability and race-engine performance. The complete assembly weighs similar to an LS with comparable components yet delivers significantly greater airflow and combustion efficiency. For a bracket racer moving from an aging small-block or big-block Mopar, the transformation is dramatic: instant throttle response, repeatable elapsed times, and durability measured in hundreds of runs. “It’s the same philosophy that made our Factory X and Showdown engines successful, just scaled down into a package that’s perfect for the guy who wants to go rounds every weekend without spending thousands on maintenance.”

As more examples reach tracks around the country, the platform’s reputation continues to spread. The Plymouth Duster test-bed has already logged more than a dozen final-round appearances this season without fault, proving that the combination delivers in every way. In Turk’s words, “You can take out a worked-over small-block, drop this in, and go plenty quick and fast, with fewer moving parts, less tuning, and a lot more confidence.”

For decades, Mopar racers lacked a turnkey, affordable, high-performance bracket motor equivalent to the LS or Coyote crate options (or even the standard-fare small- and big-block Chevrolets). Blackbird Performance’s Race Spec lineup fills that void while showing why the very design of the Gen III HEMI platform deserves much wider adoption. By leveraging the semi-race-spec OEM engineering rather than fighting it, Blackbird Performance has built a package that is as common sense a win from an engineering perspective as it is potent. It’s an engine that proves the modern HEMI’s advantages aren’t only theoretical, but are measurable from the dyno room to the dragstrip.

PROJECT 1675 HITS STRIDE WITH SEMIFINAL FINISH, CONSISTENT PERFORMANCE

Bobby Bennett — Fri, 11 Jul 2025 13:14:23 +0000

PART 1 – PROJECT 1675
PART 2 – PROJECT 1675

Project 1675, a collaborative effort between Blackbird Performance and Colorado racer Kevin Burnett, has completed three events with promising results as the team continues to test a crate-style Gen3 Hemi powerplant in a Top Dragster chassis.

Burnett and Project 1675 now have a national event round win and a semifinal finish — out of 24 cars — at the NHRA Division 5 event in Earlville, Iowa, to show for their efforts.

The program, designed to bring a more cost-effective and reliable option to fast bracket racing, is powered by a 1,675-horsepower Gen3 Hemi built by Blackbird Performance. It is the first car to utilize this package outside of Factory Stock and Factory X competition. In the team’s debut at the rain-plagued NHRA Division 5 double-divisional in St. Louis, they addressed torque converter and airflow issues that had limited early performance.

“St. Louis was a learning experience,” Blackbird’s Geoff Turk said. “We knew the torque converter was too tight, and we had to fix the air delivery to the blower — it just wasn’t efficient.”

The team installed a looser converter and a redesigned air scoop, based on a Factory X prototype, to solve airflow issues. The scoop was mounted behind the cockpit, an area previously prone to swirling air and heat coming off the radiator.

“We had a scoop design from another project that we’d helped with,” Turk said. “We adapted it and fabricated brackets to fit this dragster, and the improvement was clear right away.”

Those upgrades were in place when Burnett arrived at the national event in Joliet, where the car ran consistently in the mid-6.60s. An early belt-drive issue was resolved after the first qualifying attempt.

“He qualified mid-pack — I think 12th or 13th out of 27 — but we felt good about the car after fixing the belt,” Turk said. “He went rounds and drove well.”

Turk believes the project is now on the right path.

“It’s clear the car’s more competitive now,” he said. “The upgrades made a huge difference.”

The team also reviewed data from a previous double-breakout loss at St. Louis, where Burnett dialed a 6.47 and ran 6.457, while his opponent broke out by just .0012. Both drivers missed their dials by razor-thin margins.

“In that race, Burnett was going 212 and his opponent was going 222,” Turk said. “It showed we’re close — fast enough to be competitive but still efficient.”

That balance remains the project’s goal: to offer a durable and repeatable setup without relying on exotic or costly components to win in fast bracket racing.

“We’re running 6.30s to 6.50s efficiently,” Turk said. “That’s a sweet spot — fast enough to be competitive but more economical than chasing 6.10s.”

The dragster’s consistent performance against faster competitors suggests that outright speed isn’t always the deciding factor in bracket racing. Many winners in the class run mid-6-second passes, focusing on precision over power.

“Running mid-6s takes away a lot of the advantage from guys dialed in the 6.10 to 6.20 range,” Turk said. “And we’re doing it with repeatability and lower cost.”

Then came the breakthrough event in Earlville.

Burnett advanced to the semifinals, delivering a near-perfect reaction time of .0005 in the penultimate round. A malfunction in the intercooler pump caused a slight slowdown, contributing to a narrow loss.

“He still went 6.70 at 195, which is impressive given the water-flow issue,” Turk said. “The guy who beat him went on to win the event.”

Burnett said he’s encouraged by how quickly the program has come together — though there’s still work to be done getting the dragster and engine fully dialed in.

“It actually comes together pretty well,” Burnett said. “We’re still just kind of on the edge of what the chassis wants to take right now, so we’re still doing some chassis tuning and that kind of thing, just to get the car to be calm enough to leave the starting line.”

He noted that matching the engine to the chassis is often the biggest challenge.

“Getting the chassis and the engine on the same page almost always seems to be the biggest challenge,” he said. “The more power you put to them, the more finicky they get, as far as tire shake and that kind of thing.”

Burnett, typically guarded about his racing secrets, has grown more comfortable touting the combination’s strengths.

“It’s reasonably easy to operate,” he said of the 1,675-horsepower setup. “The engine produces great power. And reasonably low maintenance, as far as anything other than the normal oil change and checking the valves.”

He added: “I believe this is turning into a really good combination — and something that could be really good for someone in a Top Dragster, or even a Top Sportsman. I think we’re going to be competitive with pretty well most anybody at any given race.”

As the team wraps this phase of Project 1675, the plan is to finalize data analysis before potentially expanding the platform. Another version of the car could be in development soon.

“This might be the last outing for this edition of the project,” Turk said. “From here, we may move on to another build with similar goals.”

Project 1675 has already shown that pairing a crate-style Gen3 Hemi with a dragster platform can deliver bracket-competitive performance at a lower operating cost. As the NHRA season continues, its performance benchmark could shape how smaller teams approach Top Dragster racing in the future.

Looking ahead, Burnett plans to race at Brainerd, then Indianapolis, before returning to Earlville later this season.

“We’re just pushing forward and looking forward to much more racing,” he said.

NEW PRODUCTS – RACETECH INTRODUCES NEW RT4200HR SEAT OPTION FOR DRAG RACERS

CompetitionPlus Staff — Thu, 26 Jun 2025 09:04:55 +0000

Racetech USA has released a new variant of its RT4200HR competition seat, offering drag racers an option without FIA certification decals, thereby extending seat usability beyond the standard five-year certification window.

The seat maintains the same construction, safety features, and design as the FIA-approved version but is specifically designed for racers in classes that do not require FIA or SFI certification.

Company officials said the update addresses a common concern among sportsman-level drag racers seeking to maximize the longevity of their safety equipment. “Ordering one of our proven RT4200HR seats without the FIA decals builds more value for sportsman racers into their safety investment,” said Brian Oleshak, Vice President of Sales for Racetech USA.

The seat is eligible for Racetech’s NHRA contingency program, which was recently launched. Contingency decals will be available this weekend at the NHRA Tech Trailer during this weekend’s National event in Norwalk, Ohio at Summit Motorsport Park.

The RT4200HR series remains available in a range of sizes and configurations. Racetech continues to emphasize its long-standing focus on high-performance safety solutions built to withstand the rigors of top-level motorsports.

Founded in New Zealand, Racetech has supplied motorsports seats for more than three decades, including applications in factory stock and Pro Mod programs. The company’s products feature composite and carbon fiber materials with integrated head protection and moulded cushions for maximum comfort in the staging lanes and protection on-track.

For additional information about the RT4200HR series, customers can visit Racetech’s website or contact the company’s Nevada office directly at (775) 392-4507

STRANGE ENGINEERING OFFERS CUSTOM 3.5-INCH AND 3-INCH DRIVESHAFTS

Bobby Bennett — Tue, 24 Jun 2025 10:54:43 +0000

Strange Engineering has introduced new 3.5-inch and 3-inch driveshafts constructed from 4130 seamless chrome moly tubing, available for custom order. The company says the components are designed to meet the demands of high-performance racing and automotive applications.

The 3.5-inch driveshaft, identified as the U1706, is engineered to handle substantial loads and stress. Strange recommends using 1480 series transmission and rear-end yokes and notes that users should verify maximum RPM ranges for safe operation.

Its 3-inch driveshafts are also made to order, using premium-grade materials including top-tier tubing, weld ends, yokes, and universal joints. According to the manufacturer, the heat-treated tubing features a .083-inch wall thickness for increased strength and reliability.

Strange Engineering emphasizes its components are designed for durability under competitive conditions.

Additional product information is available HERE

NEW PRODUCTS – DEECELL POWER SYSTEMS LAUNCHES SOLAR UNIT TO REDUCE IDLING IN TRUCKS AND HAULERS

Bobby Bennett — Fri, 20 Jun 2025 19:44:28 +0000

Deecell Power Systems has officially launched a solar-powered energy solution designed for sleeper cabs and haulers, offering a fuel-free alternative to traditional generators. The system aims to reduce non-drive-time idling while delivering continuous, quiet power on the road.

Founder Andrew Moeck, a longtime NHRA drag racer, said the system is engineered to serve truckers, haulers, and mobile professionals. “We’re replacing generators and reducing off-duty idle time where it matters most—from the racetrack to the highway,” Moeck said.

The solar power unit (SPU) integrates advanced solar panels and lithium-based battery technology in a lightweight design. Deecell’s systems deliver 120V and 240V AC power, supplying up to 200 amps to run lighting, tools, A/C units, and other essentials.

The SPU is available in three versions: a 10-kilowatt model for moderate needs, a 15-kilowatt option for higher loads, and a sleeper cab-specific system that provides continuous 120V AC power. The units are tailored to fit space and power demands of each vehicle.

Moeck developed the system after years of dealing with noisy, fuel-intensive generators at NHRA tracks. Testing included simulations and field use on his own hauler before bringing the product to market.

Deecell’s systems are promoted as low-maintenance and cost-saving, reducing fuel consumption and generator servicing. The company offers onsite installation and monitoring to optimize performance.

The units are designed for a range of uses beyond trucking, including race trailers, fleet trucks, mobile command stations, and pit workstations. The company provides full-service customer support, from consultation to installation.

More details are available at www.deecell.com.

NEW PRODUCT: ARP EXPANDS FASTENER LINE WITH REDUCED WRENCHING BOLTS

Bobby Bennett — Mon, 16 Jun 2025 15:32:21 +0000

ARP has introduced a new line of “Reduced Wrenching” bolts, available in five-pack configurations tailored by size to help builders manage tight spaces. The new options include 3/8-16 and 3/8-24 bolts with 3/8” or 7/16” heads, and 7/16-14 and 7/16-20 bolts with 7/16” or 1/2” wrenching heads.

The bolts are offered in either polished stainless steel or black oxide-coated 8740 chrome moly steel. Sizes range from .500” to 5.000” underhead lengths for 3/8” bolts, and 1.500” to 5.000” for 7/16” bolts.

Customers can choose between hex and 12-point head styles. Both materials are rated at 180,000 psi, which is approximately 20% stronger than standard Grade 8 hardware.

All bolts are forged, heat-treated, and machined in-house, adhering to ARP’s quality control and manufacturing standards. The new five-packs are part of a broader lineup that includes application-specific fasteners and complete Engine & Accessory Fastener Kits.

For more information, customers can visit www.ARP-bolts.com or call 800-826-3045 for technical support.