With the Super Gas cars and Super Comp dragsters becoming more sophisticated, I took it upon myself to figure things out, like how to make the tire hit harder for a better leave and other related improvements. Because I was one of the first racers to use a delay box, some people thought I was doing something illegal, like having a delay box that was hooked up to the Tree.
DATA YOU CAN BELIEVE IN On the Run with Steve Cohen driver of the Jerry Barker Motorsports ’04 Grand Am Super Gas entry APPROVED FOR PRO-STOCK IN 2010 BRACKET 9501 9504 O ne of the things that stands out to anyone who has raced in the Super classes since the early 1980s is how much the technology has changed over SYSTEM 9503 the years. And I’m not just talking about the $1,499.99 SPORTSMAN electronics like throttle stops and delay boxes, which, of SYSTEM PRO $1,999.99 SYSTEM course, didn’t exist back then. But there have also been $3,999.99 many other advancements in the development of the types of engines, transmissions, and racing vehicles that we use along with the manner in which we race. CANBUS I first started competing at sanctioned dragstrips J-1939 Output Mil Spec in 1979 in Bradenton, Fla. Believe it or not, I was really into American Motors (No Redundant Wire Sensors) Harness SPORTSMAN SYSTEM cars at the time, and my first high-performance street car was a ’72 Javelin Connector AMX. My favorite race was the annual AMC Nationals in Orlando, Fla. BRACKET SYSTEM PRO SYSTEM My first dragstrip-only car was a ’68 AMX, which I built to run bracket events, and then I started running in the 9.90s, so I could compete in the local Pro Gas events, which had a 10.10 index. I was pretty proud of the fact that we could make our AMC cars competitive. My AMX had the name Ramblin’ Nash on the door. I ran that car at the first Super Gas race that was held at the U.S. Nationals in Indianapolis in 1982 and drove it to my first national event final at the 1982 NHRA Springnationals. “This year, I was fortunate enough to record my 17th career NHRA national event victory in Atlanta, a win I FULL LINE OF attribute to experience.” DRAG LOGGER FULL ULTRA-LITE PRO AND PRO-COMP PRO CAN DIAL The car was equipped with a manually shifted American Motors four-speed GAUGES AVAILABLE ALERT transmission, and we later switched to a Doug Nash five-speed. Back then you could still cut a good light with a clutch car because deep staging was allowed at the time. Back in those days, it was a race to see who could stage first, so you wouldn’t be INTRODUCING THE AUTO METER caught with your rpm down when the starter hit the switch. It was such a big deal to stage first that some drivers would drive around the water and skip the burnout MULTI-FUNCTION DASH LOGGER just so they could have enough time to deep stage. But as the competition improved and everybody started to build faster cars, I PRESSURE 2 CHANNEL eventually switched to a big-block Chevy and Powerglide two-speed transmission. AND WIDEBAND O2 TEMPERATURE KITS When I sold all my AMC equipment, it was a truckload of stuff. None of us had any SENSOR KITS FROM FROM idea how popular AMC parts would become years later with the nostalgia racers, and $180.00 $499.99 I sure wish that I had all of those parts today. With the Super Gas cars and Super Comp dragsters becoming more sophisticated, 9602 9603 I took it upon myself to figure things out, like how to make the tire hit harder for a 9 USER better leave and other related improvements. Because I was one of the first racers
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