Mud racing takes many guises, from powering out of deep bogs to drag racing on a strip of soil. Competing vehicles take many guises too, from modified Jeeps to specialist dragsters shod with tractor tyres. All are four-wheel drive and runs are normally made singly, although on the ‘flat track’ aka ‘fast track’ drag strip-type dirt course some competitions are head to head.
Diggin’ the dirt: Mike Zayachek’s VZE-powered Ford in action
Here we focus on a much modified pick-up for drag racing. The vehicle is Mike Zayachek’s Superstock Ford Ranger, which for many years has dominated its class. Its engine is a bespoke production by Vance Zayachek Engines (VZE) of West Virginia.
Mud racing on a flat track takes place over distances normally ranging from 150 to 200 ft. As with conventional drag racing, there is a Christmas tree-type starting light system, and measures are made of reaction time and 60 ft time as well as of the ET and finish line speed. Over 150 ft, that speed will be around 80 mph; over 200 ft it will be in the high 80s.
The national record for 150 ft is 2.705 seconds, while that for 200 ft is 3.115 seconds. The latter record is held by Todd Hackney using a VZE-prepared Chevrolet V8 in a 1980s Blazer. A 125 ft record was set by David French using a similar VZE engine in a Suzuki Samurai in 2016, before that track length faded away.
Zayachek’s Ranger was built specifically for flat track competition. Compared to racing in deep mud, explains Vance, “You’re going to have lighter axles, lighter housings; everything can be set up a little lighter. In the mud you hit ruts; the trucks then tend to jump out of the mud a lot, and when they set back down a Dana 30 [front axle] might not hold up as well as a Dana 44 would. But a Dana 44 is going to be a lot heavier. So it’s really hard to build a truck to dominate both at the same time.”
Zayachek’s Ranger has a 1990s ‘shoebox’ style body. As per Superstock rules, the frame and body are intact, including the firewall with the engine ahead of it. It uses a 9 in Ford rear end, an FTI Powerglide transmission and a modified factory 208 transfer case. “It is crazy, that case hasn’t broken in more than 10 years,” remarks Vance.
For Superstock, the tyre has to be DOT-approved for the road. Zayachek runs a 44 in Super Swamp tyre that is hand-cut for better bite. Zayachek built his truck in 2012. Meanwhile, Vance built its (still current) engine. That naturally aspirated 660 cu in (10.8 litre) Ford runs to 8500 rpm, and on racing gasoline makes peak power of 1325 bhp at 8000 rpm. Maximum torque is 985 lb-ft (1335 Nm) at 6000 rpm.
Attending to Zayachek’s Superstock VZE Ford V8
Vance reports, “As far as speed is concerned, Mike’s truck has never been bettered in competition; he holds most of the records in Superstock in the US and Canada. But the Superstock class over the last couple of years has gone heads up and Mike has sometimes been beaten to the finish line, when he’s taken a nap at the starting line!”
A flat-track run
On a typical run, reports Vance, “Depending on how hard we want to hit the tyres we usually launch at 5000-5500 rpm on the transbrake. Then the converter will flash us up to 7000 and it’ll do its job and multiply the torque from there.
“Greg Slack [Greg Slack Converters] does our converters, and that converter’s a big piece of our winning. It keeps us in more of a steady state so we can use a narrower power band. Depending on track length, and how we’re geared, we generally run from about 7000 to 8500 rpm.”
And Mike just keeps his foot to the floor? “Yeah. He has to hold the steering wheel but usually the front tyres go up in the air. So getting a suspension set-up to where load is distributed equally to both back tyres is pretty important, or else one tyre starts to drive around the other one.
“Picking your groove in the beginning is very important too. If your back tyres slide in a rut, that turns the vehicle a little and then you’re not pointing straight down the track.
“Mike has to be able to read the track because if the truck gets a little bit sideways, you don’t want to be a hero and stay on it and wreck something. But you also have to be able to see if you can stay on it, that this thing will straighten back out or at least not get any worse.
The underside of VZE’s piston for the Zayachek Superstock Ford V8
“Your first 60 ft is where things can get a little crazy. The tyres are hooked up and wrinkled. But you’re only running with 7 lb of air in them and it can it can get crazy very, very fast. We’ve seen acceleration g readings of close to 3 – 2.5 g off the line while Gregg’s converter is coming together is pretty standard.
“Because the engine always jumps right to 7000 and accelerates from there up to 8200-8500, that allows us to be able to fine-tune our induction system for that window. It is easier to dial in your runner length and your cross-sectional area taper rate on an induction system when you don’t have to travel across a wide band of piston speed.”
The basis of the engine
Zayachek’s V8 is based on a 429 Big Block Ford-style aftermarket block supplied by Mike Bowery’s company, Eliminator. It offers four versions of this cast iron block; this is the top end Premier with steel main caps. By Superstock regulation the bore spacing is 4.900 in, while the deck height is 11.700 in. Although the class does not cap displacement, those maximum permitted figures effectively limit it.
Vance notes that the siamesed cylinder, linerless block permits a 4.700 bore, while the deck height effectively restricts stroke to 4.750 (for 659.3 cu in/10,804 cc). “We have experimented with longer strokes but it’s a diminishing return,” he says. “And I feel that is because you’re starting to pull the piston skirt so far out of the cylinder at bottom dead centre that the rings can’t be held square anymore.
“So you can throw another 200 thou of stroke into it, but you might give up 150 thou or maybe even more of stable ring travel. So you have to be careful with what you decide your stroke is going to be with regard to where the piston can remain square in the bore and keep the ring square in the bore. I tell people that a round ring is only going to seal in a round hole!”
Sealed by multi-layer steel gaskets, the heads are Trickflow A460 cast aluminium productions. “We buy them as a raw casting and run our own CNC program,” says Vance. “Mike still has the original porting I designed in 2012. Since then we’ve used the same program for several other Fords, and we have changed it a bit over time as well.”
The Trickflow head provides an intake valve angle of 13º with 5º side cant and an exhaust of 9.5º, also with 5º side cant. By regulation, the heads are jointly fed by a single four-barrel, 4.500 in flange carburettor atop an Eliminator cast manifold, which is fed through an intake air filter. “We run as fine a filter element as we can without creating a negative pressure,” Vance explains.
“We can’t run a sheet metal intake so we do a lot of development and modifications of the intake manifold. For a Chevrolet V8, I experimented by taking a cast AFR manifold for a 9.800 deck. This was for a 10.600 deck so I split it in half, widened it, fabricated it back together and blasted it so it still looks like it’s a cast manifold. It looks like it’s right out of the box but it’s certainly not!”
The head serves a wedge-shaped chamber with the piston having a small dome, “just enough dome to pretty much offset the volume of the valve clearance pockets”. The use of VP Q16 leaded gasoline allows a 16.5:1 compression ratio. VP claims this 118 [(R+M)/2] octane fuel “increases fuel flow by 4-6 %, as it is highly oxygenated. The added fuel flow effectively increases the octane of Q16 by six to eight numbers above its standard ASTM octane rating. As a result, it yields greater detonation protection.”
Vance observes, “If we were allowed to run something like a Pro Stock head then we might pull some compression ratio out of it, because our dynamic would be higher. But when you’re stuck by the rules with a conventional 4500 flange four-barrel carburettor, a cast intake manifold and a conventional style head, you’re obviously not going to fill the cylinder as much, so you can squeeze what you have harder.”
Key components
The Zayachek Ford has an MSD crank trigger and distributor married to an MSD power grid. “It is about all we are allowed to run, because they do not want traction control. So running an electronic control unit for ignition in these classes is pretty much out.”
The crankshaft has the classic 90º phasing, and Vance uses a two-eight swap firing order. The Bryant crankshaft runs in King bearings and is driven by two bolt CP-Carrillo H-beam rods. Vibration damping comes down to an ATI balancer on the nose of the crankshaft “and of course the belt [timing drive] does some damping [of the valvetrain] as well”.
He adds, “I take this engine apart and it looks like it was just put together, it’s amazing. But that’s what happens when you run good quality parts. I mean, if you run a Bryant crank and you have any kind of bearing failure whatsoever, let's get real: you have something else going on.
“So it’s got really good pieces in it. Nothing’s moving around because it’s got good rigid parts in it.
Zayachek’s VZE Ford has a billet piston
The pistons are bespoke billet aluminium productions from Diamond carrying a Total Seal ring package. “For some engines I use forged pistons remarks,” remarks Vance. “Sometimes what I want to do is not in the realm of what a forging has to offer.
“We need every bit of power and all the ring seal we can get. I want the ring as high as I can get it so I need to run a very small ring. Mike’s top ring is only 27.2 thou [0.69 mm] tall and the radial dimension is only 110 thou. That way I can bring my ring up past the intake pocket and my piston [doesn’t get] too thin. Those light rings need to really be on a perfectly square ring land though.”
The piston is a slipper type with an inboard boss. “That pulls the pin bosses in so we can run a narrower pin. We run a 2.5 in [Trend steel] pin and that keeps the reciprocating weight down.”
The piston has a Line2Line coating on the skirt. “We’ve had a lot of great experience with that coating.”
The top ring is barrel-faced steel with a C 33 (CrN) coating. “When it comes to rings, I know what dimensions I need to construct my piston in the manner I want it,” remarks Vance. “But when it comes to what ring materials or coatings or anything like that, I leave that in their hands because that’s what they [Total Seal] do.”
The intermediate ring is of the Napier type, ductile iron and uncoated. (“I only use steel intermediate rings for alcohol engines, and I don’t do many of those.”) The axial height of the intermediate ring is 27.4 thou. The conventional three-piece steel oil control ring is 2 mm and is uncoated.
Superstock rules dictate that all eight cylinders are served by a single four-barrel carburettor having a 4.500 in flange
Asked if the engine is very responsive to the throttle, Vance replies, “Absolutely. With our Total Seal rings and having a really good round bore and the piston square in it all plays together. Keeping the pistons centred in the bore properly and having good ring lands, it’s sealed up really good.”
Lubrication and cooling
Zayachek’s Ford has a dry sump using a six-stage Peterson R4 pump belt driven from the nose of the crankshaft. It offers one scavenge stage for each crankshaft chamber, plus one for the heads plus a pressure stage. There is no oil-air separator. The crankcase isn’t sealed into individual chambers “but it is divided”.
Vance adds, “I want to play with some oil pan stuff eventually, to see if we can improve the scavenge section a little. But it’s sealed up good: it pulls 20 in of vacuum going down the track. There’s no vacuum pump, and that engine will sit on idle with 18 in of crankcase vacuum. It really is sealed up tight.
“Guys that run wet-sump engines all use a vacuum pump. But what you have to remember is, you’re running in a dirty environment. And when you’re driving back on the return leg – where the surface has not been washed down – there’s a lot of dust coming up from your tyres, and your engine is running and you’ve got 15-20 in of pan vacuum in there. Then, if you have any leak whatsoever, whether it’s from a seal or a gasket, it’s pulling that dust in and making your oil pan a vacuum cleaner bag.
“People bring engines in for me to freshen up and there’s literally a layer of dirt in the bottom of the pan that you could probably grow a garden in. Where it comes from most of the time is people running a vacuum pump.
“You have to keep in mind that regular oil seals only truly have one lip. And it needs to be facing forward, towards the crankcase, because crankcase pressure makes that seal. But if you have a vacuum pump, the pressure on the outside is higher and it’ll just suck right in under that seal. And if you try to put it in backwards you’ll melt it, because there's no oil around it then.
“We run dual-lip Tritec Teflon seals. And, lo and behold, they pick up 4 or 5 in of vacuum. We run all Tritec seals, which is a very important for mud racing. You can tell you have some leaks when you shut off and the vacuum drops out of the pan real quick. Now Mike’s, you shut his ignition off and it just slowly drops its vacuum, so you can tell there are no leaks in it whatsoever.”
The oil used is Shavers 10W30. Oil pressure at idle “is around 40 lb hot. Our bypass is set at 60 lb”. No oil radiator is run. “A lot of people get a little carried away with oil temperature. Me, I want my oil to get some heat in it. I want it to get up to where it can at least start to evaporate the moisture out of it. Your oil needs to get up to 200 F [93 C] before it’s going to start doing that. And that keeps the oil clean and it keeps the inside of the engine clean.”
The engine is fully water-cooled and the coolant system uses an Meziere electric pump that is remote-mounted on the chassis. “We modified the coolant system; we bring our water out the backside of the cylinder heads. It is restricted more at the back than the front, which is the opposite of your normal set-up. That way it can cool all four chambers in the head and we don’t have any kind of hotspot anywhere. Our engine runs very, very cool.”
There are no piston oil squirt jets. “Just not necessary. I’ve never run into any kind of a heat issue there.” And while there aren’t valve spring sprayers either, “we do put a lot of oil to the top. That’s the reason we scavenge from the heads. We send a lot of oil up there to cool the springs and keep the pushrods and rockers lubricated.”
Valvetrain
The Zayachek Ford has a Bullet Cam camshaft powered by a Danny Bee belt drive. Vance remarks, “We’ve never bored the block to run roller bearings; that’s something we want to look into doing, but right now we run a special coated, steel-backed Jesel babbitt bearing. It’s a really thin bearing that will slide in a 2.5 in housing bore holding a 60 mm camshaft.”
The camshaft operates 0.937 in-diameter Crower roller lifters. The steel pushrods are Manton with a bronze cup insert in the top. The ball is on the adjuster of the WW Engineering aluminium rocker, which has a needle bearing nose roller. “It actually has a long pivot length to keep the sweep small on our thin stem valve given a lot of lift.”
That lift is 1.100 in. Victory titanium valves are used, 2.550 in intake and 1.850 exhaust head diameter. The only coating in the valvetrain is moly on the valve stems.
Vance designed the cam profiles with Tim Goolsby at Bullet Cams. “The thinking was, ‘Let’s put a square lobe in it, albeit one that will stay stable’. We wanted the fastest acceleration, the fastest velocity over the nose; the closing velocity also fast because we want our duration at 200 and above to be as large as we can get it, with keeping our seat-to-seat timing as small as we can.”
So that’s central to getting the power out of one of these naturally aspirated engines? “Absolutely – you’re working on 14.7 psi of God-given boost!”
PAC triple steel springs are used - “about 375 [lb] on the seat and about 1380 over the nose”. There have been no valvetrain issues since an early headache of broken springs was overcome.
“Every time we went to national event, I’d go to check the spring tips and they were broken; I would replace a lot of springs. I was going to go back to the drawing board on my valve acceleration and velocity with this camshaft. Something was definitely not right, even though it was making the power.
“Then by luck I fitted a different part number spring and the problem went away, so I don’t know if it was a natural frequency issue. It was some kind of a harmonic issue for sure. On paper, the original spring was a better fit for the application. The other spring was not set up for that much lift, so we actually lost a bit of seat pressure. But when we went to it our problems disappeared and we have run that spring ever since.
“After a season we still change springs, but when I check them we have lost hardly any pressure.”
Engine developments
“There’s a lot I’ve learned since 2012, and Mike’s engine ready for a massive update,” reports Vance. “But we have to find the time because business comes first. Plus right now we have to wait for the parts [owing to supply chain issues].
“There are several places on the engine with room for improvement. But don’t get me wrong, this thing was way ahead of its time 10 years ago. I really put the pencil to the paper. Mike was building the truck while I was building the engine, so that’s the biggest thing I had: time.
“That’s what most of us engine builders don’t usually get – everybody wants an engine tomorrow, and they want it to make all the power it can. Anytime I do an engine the first time, I usually get close. But maybe I set the bar too high for myself; rarely do I hit the number I want the first time.
“But once that engine is gone, and I have time to think about it, that’s what I call the refinement. The refinement starts as it comes back in to be freshened up, and that’s when you really start to get your power gains, because you can actually look at what you’ve got going on, evaluate it and move forward from there.
“For Mike’s engine, I now want to revisit the intake manifold and the exhaust, but apart from that I’m kind of limited, as we’re pretty well right up against the rules.
“Over the years, the only things we’ve done is changed a camshaft once, then we upgraded to a larger exhaust valve once and we changed carburettor once. Those are the only things that have ever been changed. We picked up our biggest gain by making our exhaust tract more efficient and going to the larger valve.
“The previous exhaust valve was 1.800 in. We do a lot of 1.800 stuff all over the board. It is my feeling that exhaust valve size is more relative to swept volume than even to rpm.”
The exhaust is four into one. Vance remarks, “We have recently being taking customers’ chassis down to ProFab to have them build an exhaust for it. Mike’s truck hasn’t been there yet but it is going to. That will put another 20 bhp on it, easy.”
By reconfiguring the exhausts? “Exactly.”
Could it go from four into one to four into two into one? “That’ll depend on them – and on the rpm range – because stuff like that really helps you if have a wide rpm band, which we don’t. It will definitely be a step header; it might be a three-step header.
“The headers that are on it now, I made myself when truck was first built. At that time, we were getting close to finishing the build, and I just wanted to get the gas out. We sent them down to HM Elliot to have them coated, and we’ve been running them ever since.
“We have been ahead of the field, but we have built some engines for people that are really starting to knock on our back door now. So we’re getting ready to reach in and look for every little thing we can, and headers are definitely the highest on the list right now.
“Mike’s current header is a mild steel header into a regular 4.5 in collector. There’s nothing trick about it. It’s literally the cheapest thing on the whole truck!
“But at the beginning it’s hard to tell somebody that they need a set of $3500 headers. When you tell people that they freak out and don’t understand what the benefits of properly designed stainless headers are.
“You go to ProFab and they will design you a stainless header to do as good a job as it can. As far as having cross-sectional areas with the correct bends, having the correct steps, having the pipes go into the collector tuned to the firing order. All that is power; needs to be done.
“The other thing with stainless is you don’t have the rust build-up inside the pipe. You take any mild steel header off, put your finger in and it’s got flaky rust in it. When you go to crank the engine over, with valve overlap and the pistons moving slow, any little pieces of rust that are in the opening at the flange area of the exhaust pipe, it’ll pull those into the cylinder.
“If you’re lucky, when it starts it will blow them back out. If not, they can get down between the piston and the wall. And this goes back to where you’re running a $1000 set of rings that are 27 thou thick and coated, and you’ve spent all that money to make your ring seal as good as possible to make your cylinder heads think they’re on a 700 cu in motor. The last thing you want to do is bolt on a cheap header and let it scratch up your cylinders and ruin your ring seal!
“Another thing with getting our exhaust system as good as possible at ProFab will be helping to get the heat out of the engine.”
On track
“Mike’s was one of the first Superstock engines we did, and we put a lot of time and effort into it back then, and it’s been a winner ever since. But he put the money into it upfront to make it nice. People think that because how we’re always on top and have set a lot of records, I’m in that engine every couple of months or at least every year. The fact is, I’ve only been in that engine three times since we put it together. It’s been a really good combination.
“It’s actually due for a freshen up now. It’s been about three seasons since I’ve seen inside it. We just put new valve springs in it every year. But we do take very, very good care of it, and Mike only goes to a select few races so we don’t put a lot of wear on it.”
Vance says that 50 or more passes a year is typical of his customers. “Valve springs have been seen to go to two seasons without much issue, but it depends on how stable your valvetrain is. Mike has a very stable valvetrain, but he also has a very aggressive camshaft. So there’s why we change valve springs every year: for $500 it is a pretty cheap insurance policy!”
Do you run into detonation with this motor? “No, not at all. But we don’t get greedy with our timing. It is leaned out pretty well but the only time you will run into detonation on this thing is if you got very greedy with your ignition timing. And remember, we’re not spending a lot of time around peak torque; we’re above where our peak cylinder pressure is by 1000 rpm or so.”
Zayachek uses a RacePak data acquisition system. “We measure driveshaft speed, rpm, voltage, oil pressure, manifold pressure and crankcase pressure. It monitors our accelerating g-forces as well, and we can keep an idea of what our converter is doing just based on our differential between driveshaft and engine speed.
“We have O2 sensors on it as well. Between reading the plugs and looking at our O2 data, we can make tuning changes to the air-fuel ratio with the main jet in the carburettor. We look at ignition timing depending on what the air humidity is: it might go up or down depending on where the air is.
“We can decide our launch rpm based on how the track is doing and what our driveshaft speed is, how fast it’s accelerating.”
Is that launch rpm driver-controlled? “Not really – sometimes you have to take things out of the driver’s hands!”
So the power grid will set the launch rpm? “Yes. The power grid does it all. It’ll set the launch rpm; you can put a timing curve in it and sometimes we’ll do that. Sometimes we’ll pull a little timing out.
“We did timing tests on the dyno and, honestly, we pulled as much as 10º timing out of it and it never hurt the power above 7000. So us going straight to 7000 and making our run means pulling timing out is really not beneficial. It’s taking power away in an area where we don’t need to lose it. So we don’t fool with it anymore.
“Sometimes, if there is a lot of humidity I might put a half a degree or a degree in on the top end just to let it pull a little harder, but that’s about it.”
What is the current representative ignition timing? “The engine is actually very efficient – it runs at 28º. And that’s something you see by getting your exhaust system right, the scavenging side of it.
“We went to the bigger exhaust valve and when Mike puts better headers on, this thing might take a half a degree less timing as well, because there’s not as much unburned hydrocarbons left over in the cylinders; it’ll be a cleaner burn.”
hus does VZE keep on raising the bar in Superstock mud competition.
VZE recently built this Superstock Chevrolet V8 for Jeremy Smith
MUD RACING ASSOCIATION SUPERSTOCK RULES
Under the 2022 Mud Racing Association ‘Fast Tack’ rules, Superstock caters for four-wheel-drive Jeeps and trucks modified for competition, albeit “still utilising mostly stock OEM components”. The rules add that although these are primarily competition vehicles and need not be street legal, “they should appear stock”.
The engine has to have a cast iron block unless it is based on an OEM aluminium block. The maximum bore spacing is 4.9 in, the maximum deck height 11.7 in. It must be water-jacketed and fed by a single carburettor.
The cylinder heads must be “conventional OEM-style aftermarket aluminium” castings – no billet heads are permitted. Also prohibited are “aftermarket Pro-Stock style” and Hemi heads, although Ford A-460 type heads are allowed, as are any aftermarket OEM-type Small Block aluminium heads.
The intake must be cast aluminium, while a competition exhaust is permitted. Vacuum pumps and dry sumps are also allowed. Fuel can be any pump gas including E-85 or race gas, even if oxygenated. Alcohol fuels are forbidden, together with any type of power adder.
STEVE VANCE
Hailing from West Virginia, Steve Vance trained at the School of Automotive Machinists (SAM) in Houston, Texas, then moved to North Carolina to work for the Joe Gibbs Racing (JGR) NASCAR Cup team. He worked on camshaft development at JGR from 2003 through to 2008, his tenure thus embracing Tony Stewart’s Championship-winning year.
While in North Carolina, Vance set up his own race engine preparation business as a sideline, initially from his home two-car garage. He left JGR to concentrate on that, and after a while was attracted back to SAM to work there as an instructor taking cylinder head classes and sometimes block classes.
SAM allowed Vance to continue to serve key customers as a sideline. The aim was to relocate his own company to Monroe County West Virginia, where he grew up. “I have all my family here but in this area there’s nothing that’s performance-related. So the only way for me to come home was to have all the equipment I needed under one roof.”
A long-time mud racing competitor, going back to the mid-1990s, Vance had as key long-term customers the Zayacheks, Mike and Pete, who ran a Superstock truck in the discipline. Vance says it was Mike who backed him in 2011 to open the engine preparation company they jointly own, VZ Engines, in Monroe County. He left SAM to run it full-time, and it has gone from strength to strength.
DATA SHEET
VZ ENGINES SUPERSTOCK FORD V8
Mud Racing Association events
90º V8
4.700 x 4.750 = 659.3 cu in (10,804 cc)
Naturally aspirated
118 [(R+M)/2] octane leaded gasoline
Cast iron block and aluminium heads
Linerless
Five main bearings, plain
Steel crankshaft, four pins
Steel con rods
Light alloy pistons, three rings
Pushrod; belt-driven single camshaft
Two valves/cylinder, one plug
13º intake valve inclination with 5º cant; 9.5º exhaust intake valve inclination with 5º cant
2.550 in intake valve, 1.850 in exhaust
Distributor ignition
Single four-barrel carburettor
16.5:1 compression ratio
Maximum rpm, 8500
SOME KEY SUPPLIERS
Heads: Trick Flow Specialities
Block: Eliminator Products
Oil pan: Williams Performance Products
Crankshaft: Bryant
Camshaft: Bullet Cams
Belt drive: Danny Bee Racing
Pushrods: Manton
Lifters: Crower
Rockers: WW Engineering
Pistons: Diamond
Piston coating: Line2Line
Rings: Total Seal
Piston pins: Trend
Con rods: CP-Carrillo
Big-end bearings: King
Main bearings: King
Camshaft bearings: Jesel
Seals: TriTec Performance Solutions
Valves: Victory
Valve seats: CHE
Valve guides: CHE
Valve springs: PAC
Head gaskets: Cometic
Ignition system: MSD
Spark plugs: Autolite
Distributor: MSD
Data acquisition: Racepak
Carburettor: BLP Racing Products
Water pump: Meziere Enterprises
Oil pump: Moroso
Vibration damper: ATI
Exhaust: Pro Fab
Intake manifold: Eliminator Products
Air filter: Racing in the Dirt
Fluid lines: BMRS
Plug leads: Scott Performance
Fuel pump: MagnaFuel
Fuel: VP
Oil: Schaeffer
Dynos: Superflow