Greg Roberts was a Division 4 Top Alcohol Dragster racer that enjoyed some success over the mid to late ‘90s. Roberts had already had a deal go sour the previous year over a new blower seizing up. The team blamed PSI for a bad blower while PSI accused the team of not plumbing the fuel system properly, resulting in inadequate fuel flow through the blower. This set the stage for the infamous phone call. Roberts’ tuner, Wendland, was a bit miffed at not getting one of the new blowers.
It was no secret there was no love lost between PSI’s Norm Drazy and certain members of NHRA’s technical committee. Wendland reached Drazy by phone and recorded the conversation, which was submitted to NHRA. Drazy went through what was going on with the “gizmo,” badmouthing several NHRA officials along the way. The die had been cast. The following weekend in Gainesville, NHRA tech was all over the C Blower situation. Jay Meyer had a D blower shipped in and won the event. He even went on the record in National Dragster as stating he didn’t feel bad about running the blower because every other blown car he beat had one or was an A/Fueler.
The “C” blower or “E” blower as it was called at the time was immediately deemed not legal for competition. It has been alleged that PSI was backdating SFI tags to help cover up the situation.
I was at the Phoenix national event that year, and it was the closest assemblance of parity I’ve seen. Let’s take a quick look at the results.
Rick Santos was low qualifier with a 5.317 and won the event. His times during eliminations were R1: 5.33 (Saturday), R2: 5.35, R3: 5.38, R4: 5.37. Bruce Bowler was the quickest A/Fueler of the weekend with a 5.33. David Baca was the runner-up and posted a 5.35 along the way.
Okay, with the history lesson behind us, what’s to be learned? One, NHRA still has a bad taste in their mouth over the situation. Unfortunately, it’s the blown racers who are paying the price.
Two, this was seven years ago, and the C Blower was producing times that we are currently seeing in the class with the D Blower. Most top tuners feel the C Blower would give the blown cars close to a tenth.
Common reasons given by the NHRA for not allowing the C blower are that racers don’t want to have to buy a new blower and they will tear up too many parts learning.
While there are some racers out there that may not want to buy a $10,000 supercharger and the necessary changes to go with it, the ugly fact is that unless they have that option of adding a new supercharger, their $100,000+ investments will be worth pennies on the dollar if something is not done to save the blown cars.
Bottom line it doesn’t take an expert to see that the blown cars are still about a tenth behind. Sort of like a Waffle House omelet: Smattered, Covered and Smothered by a tenth.
That being said, why not untie the hands of the blown cars? Let them have the C Blower. Let them run a lock up clutch like the outlaw Pro Mods run. IF and when a blown car could ever gain a performance advantage over an A/Fueler, then start putting performance limitations on them.
It all comes down to performance potential. Every A/Fueler out there has the potential to run 5.10. It’s just a matter of getting the tuneup right. The quickest a blown car has ever been is 5.25. Not hard to make a conclusion.
The blown alcohol dragster is a vital part of the Top Alcohol Dragster class. As much as some would lead you to believe, the class will not be as prosperous without them. Some will switch to A/Fuel, some will switch to TAFC, many will quit. Some people just like blown alcohol dragsters, racers and fans alike. Some may not want an injected nitro dragster nor a blown alcohol funny car. Some people just like cucumbers better pickled.
Nitro percentage reductions have been tried. They didn’t work. Weight has yet to slow them down. Slowing the A/Fueler isn’t the answer. Allowing the blown car to catch up is. Allow the C Blower, let them have more cubic inches, nitrous whatever it takes.
I just don’t see how performance limitations can be justified until we start seeing blown cars in the teens.
The NHRA needs to continue their course to maintain parity or come out and state they have no intentions of changing the rules. If that is the case, at least the racers will know where they stand and take action accordingly instead of clinging to the hope NHRA will right the ship.
Now that you’re on the tire, go forth and spread the good word. Feel free to comment on my website, InsideTopAlcohol.com. If you’re into Comp Eliminator, check out InsideCompRacing.com and if you’re into Top Dragster/Top Sportsman, check out InsideFastBrackets.com.
will.hanna@insidetopalcohol.com
