New York Motorsports Drag Racing Press And News Information
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New York Motorsports Drag Racing Press And News Information

Featured Drag Racing News and Coverage of New York Motorsports and friends in the world of Outlaw Motorsports

Featured Drag Racing Press And News

Shakedown At E'Town 2011; The Northeast Unleashed Results And Reviews, Photos And Videos:

by goDragRacing.org

After last year, David Hance "New York Motorsports" had to rethink is options of this years event creation with some sense of a balance of power included in the production. The use of the term "Balance Of Power" was in this vocabulary since the Northeast was in a slight upheaval because racers and rules that needed a combination that would allow the classic drag racing format and new added classes to run safely and bring in the "big players" needed to make this another event to be "Unleashed In The Northeast".

Shakedown At E'Town 2011; The Northeast Unleashed Results And Reviews, Photos And Videos

Outlaw 10.5 was probably the most discerning factor in Hance's mind, most racers now were running 1/8th mile with cars that would well exceed their limits if the backdoor was opened for 1320ft. In their best interests it was apparent that only the 1/8th mile would be an acceptable solution for some and it was written in stone along with the "Heavy Street" Class lessening the path to the finish line also.

mike-castellana-david-hance-grand-marshal-pro-nitrous-championLosing the "Mountain Motor Pro Stocks" and the "1/8th Mile Pro Mod Challenge" hurt but Hance had something up his sleeve that wasn't announced until the day of the race. A "Pro Import" Class was invited to broaden the base and show this race's versatility in a 1/4 Mile setting.

As if there wasn't enough to go around, John Sears collaborated with Hance to bring in the "X275 Drag Radial" class that was growing in the Northeast exponentially over the last two years and was able to feed the thirst of many new fans and racers. The original Outlaw Drag Radial now turned into another half track event now titled "Outlaw Drag Radial / Limited Street" where-as competition was equalized through a combination of tire rules mainly. Still on the roster was the giant influx of the "8.50 Index Class" that is always a draw when close racing is paramount with exciting action the original Outlaw 10.5 cars evolved from.

shakedown-fans-enjoying-the-drag-raceEnter into the mix of the balance was "Eddie Krawiec" bringing in his own plethora of two wheeled excitement with the newest class yet in earlier years it was a class of the original Shakedowns that seemed to fade away but returned this year in a big way, "The World's Fastest Street Bike Challenge" running under strict rules looking for 200MPH speeds in the 1/4 mile.

Saving the best for last the two powerhouse classes of this event were the prized inclusion as always in years past. "Pro Mod Blown" and "Pro Mod Nitrous" have always held the persona as the baddest doorslammers on earth with an almost "Animal Magnetism" attached to them. Separating both by power adders has become the norm. The Northeast Outlaw Pro Mod Association held court with an astounding number of members in the both fields as in years past. The tube chassis brutes handling the full 1/4 mile was an exceptional highlight for those craving the "Top End Charge" blasts where 660 more feet is just brutal when they get up on the tires and begin trucking with enormous power under the sleek bodies, it's easy to say no one was let down with the performances of the talented teams and drivers in these two top level classes.

View The Complete Shakedown At E'Town 2011; The Northeast Unleashed Results And Reviews, Photos And Videos HERE:

David Hance Considers NHRA Pro Mod Run

David Hance Finessing Pro Street Turbo Combo For Possible Move To NHRA Pro Mod

by Drag Racing Online

In the Pro Mod world largely dominated by nitrous and blower entries, Dave Hance (shown) is among those touting a turbo machine. Hance and sponsor John Crane have been testing extensively, trying to nail down the turbo combination. They will head to the Northeast Outlaw Pro Mod Association's kickoff event at Maryland International Raceway, May 13-14.

Crane, owner of several companies including J.A. Crane Co, the largest agent for PGT Trucking, likes to be involved in his sponsorships and has been helping Hance develop his program.

"We're still looking for that perfect combination,' Crane said, "but with the amount of testing we've done, I know we're getting close. Hopefully we'll see results of the hard work this weekend."

The event at MIR will not only include the NEOPMA but also Mountain Motor Pro Stocks, which gives MIR claim to one of the few places left where fans can see both Pro Mods and Mountain Motor Pro Stocks on the quarter mile in the same weekend.

"If the car runs competitively and we've got our setup pinned down, we want to jump onto the NHRA Pro Mod tour," Hance said. "We're anxious to take this to the next level. However, if things aren't exactly where we want them, we'll take it back to the drawing board to perfect our program."

David Hance Takes Orlando World Street Nationals Drag Radial Championship Title

by Competition Plus

MICKEY THOMPSON DRAG RADIALWinner: Dave Hance - 7.249 seconds, 206.13 mph
Runner-up: Mel Nelson - No time
No. 1 qualifier: Dave Hance - 7.436 seconds, 201.13 mph
Low E.T.: Dave Hance - 7.249 seconds
Top Speed: Alex Vrettos - 213.91 mph

PEANUT BUTTER, JELLY SHARE GLORY AS HANCE TASTES VICTORY

RadialFinal
Lined up on the roof of Dave Hance's fancy black '93 Mustang were three World Street Nationals trophies.
DaveHanceWinner
One was for being the $3,000 Mickey Thompson Drag Radial class winner -- and recipient of a championship jacket that will make him the envy of racers and fans and his friends in his Long Island neighborhood of Inwood, N.Y.

Another was for the "Clean Sweep Award" -- along with a $1,000 bonus -- he earned for being the winner, No. 1 qualifier, and driver to set low elapsed time at the 17th annual door slammer extravaganza at Orlando Speed World Dragway.

The third trophy was for leading the field with the 7.346-second pass Hance used to nudge Mel Nelson (his eventual final-round opponent) from the No. 1 spot in a last-minute fifth qualifying session.

("They tell me we get bonus money! And more trophies!" Hance said, his boyish enthusiasm leaping out.)

Those three trophies made sense. But Hance plopped three more items on the roof. They didn't make sense -- unless you know Dave Hance and how far he has come in his racing career. What's sitting on the roof of the racecar, as much a part of the winners circle as the trophies, the trophy girls, and the lined-up crew, were a jar of peanut butter, a jar of jelly, and a loaf of bread. What in the world. . . ?

"Back in the old days, 20 years ago or so, when all of us had no money," crew member Scotty Guadagno said, "we were racing low-budget cars, that's all we had to live on. And believe me, that's what we lived on every day. You went to Dave's apartment, all you would find in the cabinet and the refrigerator was peanut butter and jelly and some white bread. That's it. That's all we had. That's why he brings it with him everywhere he goes. Oh, he eats it now -- when you go in his trailer, that's all you see: peanut butter and jelly. Believe me when I tell you -- it's true."

Hance defended himself: "That was quick! That was cheap!"

He was quick Sunday, but his performance wasn't cheap. He plowed through the field, eliminating Floridians Kirk Hatley, Ari Birchfield, and Angelo Graham, then Steve Turley, before surviving in the final with a swift, clean 7.29-second, 206.13 pass while Nelson took a frighteningly wild ride and ended up crossing into Hance's lane behind him and keeping his own '02 Camaro off the wall.

"Out of the corner of my eye, I saw his car flinch," Hance said. "But that County Auto Mustang was really going, so I had to keep my eyes on it. We were floating the wheels a little bit ourselves. He said he shook. We both turned it up. We both knew we wanted to rock and roll."

The victory, the near-catastrophe at the top end of the final run, just finally getting he car dialed in -- it all seemed a bit hard for Hance to believe . . . except for his comfort food sitting there to remind him of struggling and overcoming. He said he certainly did not think that this would be a winning weekend.

"I was a bit disappointed," he said. "The whole weekend we couldn't get down (the track). It was constantly finding, finding, finding. After that fourth qualifying session, which was supposed to be the last, I got down far enough that I knew what I had to do. So when they said, 'You've got an extra one,' we went out there and it did what I was hoping it would do.

"The real credit goes to the crew; Randy Connor, our crew chief; Don Bailey, our tuner (who does the same job for ADRL driver Spiro Pappas)," he said. "It's really them. They gave me an awesome car. I just jumped in and had to let it go."

Said Hance, "Hats off to Orlando for giving the fans an extra round, and a good round it was in all classes. What can you say? We're tickled."

He morphed from an animated race winner to a promoter in a subtle second. But that's what Dave Hance is: part promoter, part racer. He's the architect of a Northeast outlaw race at Englishtown, N.J.'s Old Bridge Township Raceway Park that started 10 years after these World Street Nationals but has become a must-enter fall free-for-all.

Hance dances around established dates to make choices easier for the racer -- after all, he has competed in the World Street Nationals since 2001 with a variety of his own cars. And many of these drivers at Orlando -- including winners Chuck Ulsch (Outlaw 10.5), Gary Naughton (Heavy Street), and Coby Rabon (Super Pro Street) -- plan to hail their cars to New Jersey for the rain-rescheduled Shakedown at E-Town this coming weekend.

Hance might be a whiz at slapping together a peanut butter and jelly sandwich, but take a tip from Guadgano: Say no thank-you if Hance offers you spaghetti. The old tale goes that Hance's racing buddies found a bowl of spaghetti that had been left in the refrigerator so long it was sprouting mold. "That must be broccoli or something," Hance told them. (He confessed to the fib, saying, "I tried to play it off.")

This World Street Nationals victory wasn't Hance's first race triumph, by any means. The peanut butter and jelly, while still a legitimate lunch for Hance, simply serves as a reminder of how much he has progressed. But it paid enough to shelve the peanut butter and jelly, maybe at least for one night, so he and his team can enjoy a steak dinner.

Dave Hance Featured In Drag Illustrated's "Promoters" Magazine Series

Courtesy Of Drag Illustrated | 11-16-2010

Drag Illustrated Magazine, Dave Hance Promoters

A few minutes with David Hance, promoter of the annual Shakedown at E-Town and ADRL Extreme 10.5 pilot.

Dave Hance At The Shakedown At E Town 2010 PromotersA few days ago, the 8th annual Shakedown at E-Town came to a thrilling conclusion. This year's event produced eight different class records to accompany the record-setting payouts. The fans in attendance got to see every kind of drag racing doorslammer imaginable; from the mean green 8.50-index cars to fire-breathing screw-blown Pro Mods, the fans got to see 224 diverse race teams pound the pavement in nonstop side-by-side drag racing, outlaw style. As a heads up racer myself, the Shakedown provides me with great competition, unrestricted performance, and eight different classes for guys like me to see who can be the last man standing, the king of the hill, if you will.

Sitting on my golf cart at the conclusion of this year's event, I found myself thinking about how and why the Shakedown came to be the race it is today. Eight years ago, there was a genuine need for an outlaw-type event in drag racing, an end-all race to see who is boss at the end of the year, and on a Sunday afternoon in November of 2003, that's exactly what happened.

October 2003, for those who remember, was somewhat of a sad time for most people involved in the existing Northeast heads up racing programs. The fall brought in cooler weather, a lot less sunshine, and the conclusion of most year-long points series, including the very popular E-Town Quick 8 Doorslammer program. Old Bridge, Atco, and Cecil County offered racers in the Northeast great programs to race at the time, and the racing was tight - the championships were almost always decided at the last race of the year. As the 2003 season came to an end, questions about rules, turbochargers, and payouts began to dominate internet chatrooms. Little did we know, the outcome of these discussions would change heads up racing in our area for years to come.

Dave Hance Drag Racing PromoterAfter the 2003 season, several race teams, including my own, got together to discuss the future of our programs. Many agreed that the current rules at our local tracks were way too restrictive. Turbo combinations weren't even allowed to race, nitrous cars were limited to just one system, and blower cars had to weigh almost 3,450-pounds on race day. After much debate, several teams decided to approach the officials at Old Bridge Township Raceway to ask for permission to host an "Outlaw Quick 8" shootout. We sim-plified the rules, made it a legitimate "run what you brung, and hope you brung enough" type deal. A lot of the local guys, for the first time, were allowed to take the gloves off and see what potential their cars really had. On the payout side, we raised over $8,000, which meant we could have our very first $5k-to-win race in this part of the country. Outlaw rules and big money payouts were foreign for us up here, but everyone wanted to see both make their way to our tracks.

On Sunday, November 23rd, 2003, we held our very first outlaw doorslammer event. 11 cars showed up to do battle including Leo Barnaby, Chuck Ulsch, "Big Daddy" Dwayne Gutridge, John Schroeder, Mitch George, Brian Ferrari, and yours truly, David Hance. In the weeks leading up to the race, the excitement was at an all-time high. On race day, the racing was awesome and almost all of us knocked off a personal best. We couldn't wait to do it again. The very next year, the Shakedown at E-Town was born. The hype from the first event really had everyone revved up for the next event, and the second year we had almost 200 cars on the property as compared to our original 11 - including the world-renowned 10.5 racer, Tim Lynch, who posted the first ever six-second pass on 10.5W tires that year at Old Bridge. That pass served as the shot heard round the outlaw world, and from that point on the Shakedown became known as the place where record-setting performances would likely go down, eventually becoming expected to by the masses.

Dave Hance In The Champion Of Promoters Position At The ADRL.US Shakedown At E Twon 2010Track owners took note of the success of the event and revamped many of their local heads up programs to mirror our rules, and outlaw doorslammer racing was here to stay. The racer's needs were met with great competition and great money, while the fans got to see some of the best drag racing on the planet.

Sitting there thinking that Sunday after the things had shook out at the Shakedown, I couldn't help but feel thankful, perhaps more than anything else, that I've been able to see what has been created here in the Northeast, firsthand, over the course of the last eight years.

David Hance headed to ADRL Virginia on a Mission

by Andrew Wolf on May 20, 2010

David Hance and the New York Motorsports team are headed to Virginia Motorsports Park for this weekend's ADRL Speedtech U.S. Drags III with their repaired 1957 Chevrolet in tow, and they are on a mission.

"We've got some unfinished business with the 10.5 stuff," David stated emphatically.

The classic Chevrolet, which was heavily damaged upon making hard contact with the National Trail Raceway guardrail last August, will sport an entirely new combination that is virtually untested; an Alan Johnson HEMI with twin 94mm turbochargers out front. Testing was slated for this week before the drive south to VMP, but Mother Nature had the final say. Hance hopes to get a quick feel for the car and sort the combination out to make a little noise in the always-tough Extreme 10.5 category. However, with a 2,650-pound car - 300-400 pounds heavier than the competition - David knows that a distinct disadvantage exists.

Ultimately, the plan is to make the move up to Pro Extreme, along with the Northeast Pro Mod series and the NHRA Get Screened America Pro Mod Challenge.

"We're really dedicated to getting a turbo Pro Mod to work out. Brad Personett has been doing well with it, but we need a couple more cars that run good and consistent with the blower and nitrous cars. We've got to run a little better, you know, we've got to go 5.95 (quarter mile) or better to play with those boys. Just showing up for the sake of showing up isn't something we want to do."

Aside from competing at The Night The Lights Went Out in Georgia in March, Hance has been noticeably absent from the drag radial scene - where he has truly made an indelible name for himself after becoming the first driver in the 6-second zone with his now-famous 1993 Mustang. Hance was quick to point out that sadly, the drag radial car isn't the teams primary focus, as their attention and limited financial resources are divided between the two cars.

"It hurts both programs, because unlike the other guys in the class that are focused on that one platform, we're all over the place." Despite that, David has proven time and again that with perseverance he can conquer any challenge he chooses to tackle, and if he sets his mind to making the turbocharged Pro Mod happen, we'd be foolish not to believe in him.

David Hance and the road to the Drag Radial 6 Second Barrier

by Dragzine on February 8, 2010

"This just did not just happen. No way." It wasn't a reaction to running the first pass in the sixes. Instead, that was David Hance's first reaction after spinning out and hitting the wall at the Shakedown at E-Town late last year

"It was surreal, like a bad dream; no way this just happened," Hance recalls. 'Fast forward to Bradenton, January 24th, a little over three months later, and we met our objective. Through a lot of hard work and a lot of help from a lot of people, we were able to get it done. Hance's 6.93 now stands as the high-water mark in Drag Radial racing, an achievement made more remarkable by the fact that it wasn't done with a racing four-link or ladder bar car, but on a stock suspension.

To really understand Hance's quest to be the first to run a six on drag radials, you have to look back on the history of the category, street racing, and the late model Mustang revolution.
In the late 1980's, the 5.0 Mustang was the most popular car at the time for gear heads; it was relatively quick, easy to work on, the aftermarket was abundant with bolt-on parts for the cars, and Ford was heavily involved in promoting the Mustang within the performance aftermarket.

In 1988, Super Ford Magazine sponsored a 5.0 Invitational in Ohio as a showcase for the 5.0 movement. "Big Daddy" Dwayne Gutridge was working with Steve Chris at Dynotunes at the time, and they drove a car from New Jersey on street radials with Bill Gammons and Keith Saundall. The car ran mid 12's, which was considered fast at the time for the mods it had.

During the 1991-92 timeframe, Michael Knapp, one of the owners of Old Bridge Township Raceway Park, and Big Daddy got together to discuss ways to speed up the racing program there. They were often running past curfew and the track was looking for input for ways to help. Often there were in excess of 400 Mustangs on the grounds, with many cars switching to slicks after driving in and having to lock up jacks and tools on the fence. Gutridge suggested that they start a radial tire class so racers would not have to switch tires or leave tools and wheels locked up. He also predicted that there should be less downtime due to broken parts caused by street cars and less experienced drivers on slicks. Thus, "Heads-Up Radial" was born. During the same period, E-Town was running a Mustang Showdown. Big Daddy had established his Outrageous Mustangs shop in 1990, was running Pro 5.0, and had several customers interested in the radial classes popping up. They were running mid-twelves then, so it wasn't a "cubic dollar class" to race in.

In 1995, the first pair of BFGoodrich Drag Radial tires were received by Troy Pirez out of Florida. Big Daddy wasn't aware of them until '96, when his friend Oris Williams brought a set to the shop for him. At that time, you had to get the tires at special events or have an "in" with the manufacturer. Early on, BFGoodrich was concerned by lackluster sales and considered ending production. Frank Heygard talked with Dwayne and was told, "I'm gonna make your tires a hit."

They bolted a set on a customer's car and went racing. The car, equipped with a 347 small-block Ford and a Vortech supercharger, ran 11.0's. By the end of 1996, Gutridge was the first to break the 10-second barrier, running a 10.98 against Daryl from SLS Motorports in the Heads-Up Radial final of the year.

Back down in Florida, Troy Pirez was racing in the Street Car Shootouts at De Soto Speedway in Bradenton, eventually running 9.50's The BFG tire was much better at putting power down than anything else available. Lots of people were running soft compound recaps available from Coker tire; they were very popular with the turbo Grand National crowd. Around 1999, radial tire racing started to take off, and in 2000 the Orlando World Street Nationals picked up a Radial Tire class for the first time.

Willie Figueroa was number one qualifier out of the 24-car field that year with an 8.67 at 164 MPH. He went on to win the event, with John Fernandez the runner up and Troy Pirez a semifinalist in the silver Nova. Other prominent competitors at that inaugural event were David Burgess, Armando Navarro, Tyree Smith, Dennis Ramsey, Shannon Wren, John Sears, and Dave Rudisell. The first year had no ladder; you just showed up and ran the guy next to you. Pirez had been running with the NSCA in Factory Street, and in 2000 the BFG Traction Advantage class with Jim Filipowski and Chris Singleton, but the organization was quite restrictive on what engine modifications were allowed.

The next year there were 55 cars vying for a spot in the full 32-car field, and more well-known names to add to the list; Mike McConnell, Lamar Swindoll, Jr., Chris Singleton, Dennis Lugo, Walter Drakeford, Dino Stavrinos and Michael Fratena. Pirez had led qualifying, and Shannon Wren had low ET in Project X, but it was Lamar Swindoll, Jr. who came home with the win, running 9.03 at 161.

By 2003, the field had swelled to 77 entries and the ET had dropped to 8.29 at 174, posted by Mike Dees. California resident Bobby Frye won Orlando that year, which would be the last time the fast guys would be running on BFGoodrich Drag Radials.

2004 saw the introduction of the Mickey Thompson ET Street Radial and elapsed times fell like rocks. That year, Rick Head came from California with a twin turbo Camaro and blistered the track with a 7.66 at 186, taking the trophy. By 2007, the top cars were mostly still in the high seven-second range, though in 2006 David Wolfe had run a seven-forty pass at the World Ford Challenge in a back-and-forth battle with Big Daddy for the outright Drag Radial record. Wolfe was told to keep it slower than 7.50 or result in a DQ for exceeding the chassis certification limit for his car, and as a result, the true potential of the car remained unknown.

In 2008 that all changed. The turbo cars were finally starting to get a real handle on power management. In February, Shannon Wren went to the Mid-South Street Shootout in Memphis, Tennessee with his SN-95 Cobra Mustang. I took a ride up with them and covered the race for Drag Racing Online. He managed to go 200, not once, not twice, but three times in a row. That trap speed set a new mark and showed that, at least in terms of raw horsepower, a six second pass is possible. Up until then, the short-half numbers on the top cars in the race to break the six-second barrier were good enough for the number, but no one had made the back half work as well. Those runs were it. Seeing Wren's trap speed, Troy Pirez, Sr. remarked, "I knew right then someone would go sixes on a radial tire, and soon."

That someone grew up in Queens, New York and the Five Boroughs were his stomping ground. Hance got started on the streets, like most of us, racing motorcycles on Fountain Avenue in Brooklyn in the late 80's where he earned the nickname "Cycle Dave" for his ability to get on just about anyone's bike and perform well. In the early 90's, Dave left the bike scene and got into cars, along with most of his friends. Still on the streets, he raced an early box Nova with a 303 cubic inch Comp Eliminator engine and a five-speed that was renowned for hooking hard and taking home the cash.

Hance raced the streets until around 1997, when some close encounters with the law and some scary moments led him to the track. He went to Englishtown to run Ultra Quick 8 and raced two years there without qualifying for a single event, then bought Chuck Fest's car from Tampa, Florida, a state-of-the-art 10.5 car built by Ray Miller Race Cars and maintained by Ramsey Performance. That car was later sold off, Donnie Walsh's car was purchased, and Dave raced NMCA Pro Street and Pro 5.0 in the Fun Ford Weekend series.

In 2006, Hance debuted a new car in 10.5 and won three championships; NMRA 10.5, Ultra Quick 8 at E-Town, and Atco Outlaw 10.5, and capped it off by also getting the NMCA Super Street record. After some ribbing by locals on internet forums and watching the radial classes, he answered the call and bought David Reese's EZ Street Mustang. Reese had campaigned the car in ORSCA and at various outlaw events and was moving to Pro Street. On the first pass after the purchase the engine gave up. Hance seized the opportunity to convert from the ProCharged alcohol combo to something he knew, twin turbos on gasoline. That would ultimately be the platform used in pursuit of a six.

I met David Hance last October at the First Annual Outlaw Drag Radial Championships in Bradenton, Florida. Prior to that, I knew him by reputation as the promoter of the Shakedown at E-Town, and he is good friends with a friend of mine, Scott Gaudagno of Scotty's Racing Technology in Spring Hill, Florida.


Scott Gaudagno, a long-time friend, has done maintenance on Hance's cars for years.

Hance made his first passes on the new combination at last year's Shakedown, and the car got loose and into the wall. It was repaired by Crazy Don's Chassis Shop in Island Park, New York in short order to make the Outlaw Radial Tire Championships in Bradenton.

At the ORTC race, Hance struggled early, and wound up in the second chance race, where the team did find the consistency to win as well as get best ET, breaking into the 4's, the only car to do so in the second chance race.


Hance with ORTC Promoter Donald Long after his second chance win.

After that, the car was taken to Ford Speed Racing to get some TLC from Rob Wells and the gang to prepare for the Orlando World Street Finals.

Hance was qualified fifth after the third qualifying session with a 7.57 at 194, but the engine gave up on the last qualifying run and was taken to Pro Line for repairs. The race was won by Paul Major who swept it all, getting a bonus for top qualifier and top MPH, which he donated to a fund that had been set up for Leo Barnaby's Daughter Jenna. Barnaby was killed in a car accident on October 18th, 2008 and was a friend to many racers.

Hance's car was back in order a week later, and the team was off to the Snowbird Nationals in Bradenton where Dave ran a 7.52 off the trailer. After making some changes, he put a 7.22 at 207 on the board. Kevin Fiscus took the top spot in qualifying with a 7.18 and reset the record, just edging Dave Hinzman's pass at the Shakedown.

In the first round, Fiscus would shock the world with a 7.06, only to come back the next round, stand it up on the bumper, come down hard and wind up in a nail-biting spin. Thankfully he hit nothing, though the car did suffer some damage to the suspension.

Hance witnessed the run from the water box and, "wanted out of the car bad," but could find no one else to drive, and ran 7.15 at 210 for a new MPH record on the pass. He had built the car to run sixes, and now with Kevin's 7.06 and his own 210 MPH horsepower, it was clear the race was on to be the first. Hance went on to win the event, but the first six was still on the table.

Back at Bradenton after PRI, Dave was testing again on Saturday, getting the best hit on the first run, a 7.13 at 211. He made four hits the rest of the day, but it was not to be. On Sunday, Bradenton was having a private club rental for Need2Speed.com. I was there running my own car and was able to film Dave on his first pass of the day.

Unfortunately, it would be the last pass of the day as the engine let loose. Hance returned home empty-handed, and the car went to Scotty's Racing Technology in Spring Hill for repair.

I went with Ed and Lenny up to South Georgia Motorsports Park the next Friday night. At the time, there were massive snow storms in New York and Dave's flight had been delayed. He was able to secure a later flight and flew to Jacksonville. We were basically flying blind in the rig, wondering if we would have to drive to pick him up at the airport or what. Once back on the ground he was able to get a ride on I-10 east to just north of the I-10/I-75 intersection, and we picked him up at 4:59 AM then drove on to Valdosta, now with Dave behind the wheel. We spent the night in a Super Wal-Mart parking lot and did some early morning shopping at 8:00, stopped by Mickey D's for breakfast, and headed to SGMP.

In Georgia, Hance's best pass netted a 7.179 at 210, and after staying late at the track to make some repairs to the headers we rolled out and ate some really good BBQ at a plate called the Smokin' Pig. Once we were properly fed, it was off through the fog and back to Bradenton's Runday Sunday Grudge fest for more testing.

Back at Bradenton, Hance's best on Sunday was a 7.23 at just shy of 212, with a 1.31 60-foot and a 4.86 at half-track. After that session, the engine was removed and the exhaust valves were all replaced. The transmission was also sent back to ATI for freshening. When it was all back together again, Dave went to BMP once more for testing before the US Nationals. On Wednesday, he got a 219 MPH pass out of it, and on Thursday morning I drove down to catch whatever happened on film. He ran a 223 MPH pass and later backed it up with a 221, but the six still remained just out of reach.

Friday would be the day - as I was headed down to Bradenton, I got a text from Mark Gearhart asking if I had got the pass. Sadly I did not, but fortunately others had their video cameras at the ready.

The Pass, Filmed by Bill Scrivener of Scrivener Performance.


Video shot by Sean Melton of Urban Hillbilly Action Videos.

From my perspective, I am so happy for Dave, because he did what he set out to do. I have been there for many of his runs during all of this and the fact that I missed it actually happening is very disappointing. Sometimes life gets in the way of things. In December, a friend of Dave's started a thread on YellowBullet.com listing sponsors and a bounty for the first car to get in the sixes. Many people and businesses responded, and the total eventually climbed to somewhere in the neighborhood of $7,000. Dave said from the start that if he was the one to do it he would also donate the money to Jenna Barnaby's scholarship fund. Congratulations go out to David Hance, the first Drag Radial racer in the sixes. With that incredible milestone reached, what mountain is left for radial racers to climb' It's hard to imagine, but they'll come up with something, for sure.

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