getting custom with caleb • Haverlin’s hot Takes • off the chain @nmmotorsportsreport
august 2018
Vol #3 issue #6
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August 2018 volume 3 issue 06 Publisher RaDine William Media
haverlin’s hot takes: formula e
Editor David Swope Brooklyn Green
Story by: John Haverlin Photos provided by: John Lamparski / Getty Images
Design & Layout David Lansa DL Graphic Design,LLC @DLGraphicDesigns
paving a passion with madison congrad
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Story & Photos By Spencer Hill
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Off the Chain
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Editorial Contributors Brooklyn Green Daniel “Matt” Courson Caleb Luce David Swope David Werth Dominic Aragon Geoff Bodine Jim Costa Jim Cowling John Haverlin Lyle Greenberg RJ Lees Scott Welch, Motor Sports Photojournalist, scottwelchphoto.com Spencer Hill
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Haverlin’s Hot Takes: Formula E
COVERING A FORMULA E WEEKEND IN NEW YORK CITY By: John Haverlin Photos provided by: john lamparski / Getty Images
In mid-July, the New Mexico Motorsports Report covered the ABB Formula E series, which concluded its fourth season on the streets of Red Hook, Brooklyn in the Big Apple.
The series is sanctioned by the FIA, which operates the pinnacle of motorsports, Formula One, but this all-electric league wants nothing to do with the traditional auto racing experience. While F1 and NASCAR are all about speed, power, and danger, FE’s goal is to promote the future of the automotive industry. The world’s oil supply will be completely dried up in about 50 years, so it’s time to consider new sources of energy to fuel our vehicles. The weekend consisted of two races -- or ePrixs as they’re called in FE -- and the championship went to Jean-Eric Vergne, who competed with F1’s Scuderia Toro Rosso team from 2012 through 2014. Audi Sport ABT Schaeffler won the teams’ title with its drivers, Lucas di Grassi and Daniel Abt, finishing on the podium in both events. Di Grassi won the first ePrix and Vergne the second. OBVIOUSLY, FORMULA E = FORMULA ONE The folks of FE don’t like comparing their series to F1. They understand that F1 is at the top of the auto racing pyramid. The cars are the fastest, the drivers are the greatest, and it’ll always be that way. António Félix da Costa, Andretti Autosport’s full-time FE driver, spoke to the NMMR about his philosophy on the F1 vs. FE debate. “I don’t think we should be compared to F1 at the moment. We don’t want to be compared to F1,” he said. “F1 is the king of our sport. It’s existed for over 60 years; it should be (king), it’s the quickest car in the world at the moment. “There is space in the world for both. We’re two very different series. We race in city centers; they race in racetracks, so the concepts are very different. I do think we are pushing boundaries and looking to match them in the future. We’re not in that position yet. … The cake is big enough for everyone. But obviously, F1 is still the king of our sport, and we’re coming for them.” SO WHY DO FE EVENTS ONLY RACE ON STREET CIRCUITS IN MAJOR CITIES? NMMR asked Vincent Gaillardot, technical manager of the Renault e.Dams FE team, that very question at a dinner on Friday night before the first race. Gaillardot said that the series is trying to develop its own identity and showcase the technology instead of battling with F1 for popularity. It’s likely that F1 will always be the most popular, but the goal of FE is to draw interest from people who live in densely populated areas who wouldn’t usually travel hundreds of miles to see an auto race in a remote location. Will FE ever become as famous as F1? Probably not, but people within FE seem to disagree. Regardless, one must respect the vision FE has for its future. To gain new fans, you have to visit new places.
THE START OF A NEW ERA During the offseason, FE will ditch its current car and introduce the latest generation of vehicles, which have a battery that can last the entire length of a race. In other words, there won’t be any more pit stops. The final round of stops to ever transpire in FE occurred in ePrix No. 2 as drivers hopped out of one car and into another at the midway point. Of all the top professional racing series in the world, there isn’t one that doesn’t necessitate some form of refueling or tire changing. It’s unprecedented, but that’s why FE is doing it. The series prides itself on evading the norms of traditional motorsport. The ePrixs will also be about 45 minutes long next year. Short, right? Yes, but it could work in the series’ favor since FE isn’t designed to attract the typical F1 or NASCAR fan. It’s mainly a platform for electric cars to be recognized and accepted as the future of the automotive industry. Enel, a Rome-based sustainability company, is the manufacturer that provides the power for FE cars and its goal is to make eco-friendly energy usage the new standard for street cars. They want the average person who’s driving on the freeway to stop and refuel with electricity instead of gas. With FE, it’s all about one word: efficiency. HOW AND WHY NEW YORK? Some of the greatest racing leagues in the world -- including F1 -- have desired a race venue that ran through the streets of the Big Apple. In 2011, the FIA announced that F1 would have a Grand Prix in Weehawken, New Jersey. The temporary circuit would be built on Port Imperial -- a ferry transit station along the Hudson River. The race was scheduled for its debut in 2013, but plans for it fell through after a contractual dispute with New Jersey’s Grand Prix organizers. A 2012 Jersey Journal story said that F1 promoters failed to get the necessary permits to host the event. Former F1 CEO Bernie Ecclestone said it would be pushed back to 2014. Then he said it would be forced to 2015. Then it never happened. SO HOW DID FE -- A 4-YEAR-OLD SERIES -- MANAGE TO ARRANGE A RACE WEEKEND IN RED HOOK, BROOKLYN? It’s because of the energy-efficient philosophy it carries. Anything that’s emissions-free is irresistibly attractive to major cities. That’s why FE has raced in places such as Hong Kong, Rome, Paris, and Berlin, to name a few. F1 is set to run a Grand Prix in Miami next year, but the deal didn’t come together quickly as city residents protested it because of the noise pollution, road blockages, and overall stress it will put on local areas. FE cars are so quiet that the screeching sound from the tires can be heard when the cars make a sharp turn. In NASCAR, you can’t sit in the grandstands for more than 15 or 20 minutes without thinking your eardrums will explode from the immense volume of the engines. The series will return to New York again next year. Along with it will come a new generation of race cars, more manufacturers, and perhaps a more significant intrigue from racing fans.
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E
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I
have been to many events but possibly the most nostalgic event was the 16th Annual Collectors International Gathering of Friends & Matchbox 2018 Die Cast Convention held at the Marriott in Albuquerque, July 20 -22, 2018. This 3-Day event had something for everyone, young and older (notice how I did that) whether you are a Matchbox or Hot Wheels collector. I was able to catch-up with Matchbox Team Leader, Jim Gallegos, and retired Matchbox Designer, Michael Heralda. Mark your calendar for July 19-21, 2019 and don’t miss it next year! The Convention started with a Meet & Greet on Friday. “This is an international event with people coming from as far away as Europe, Australia, South America and all across the United States,” said Jim Gallegos. “Saturday has several free seminars with experts from Florida, a former Matchbox employee from England and another speaker from Canada who is very knowledgeable in the hobby. The Charity Dinner on Saturday night is already sold out,” said pesiblings of children in the hospital because someGallegos. “Proceeds from the dinner benefit Rachel’s Courtyard at Presbyterian Hospital which is w othe S forThere d i v times they feel forgotten. Sunday is the Toy Show and Sale with a Mattel Team Autograph Session. is about a yD 100 booths inside and a first responder display and a Ford GT Supercar out front,”bGallegos elaborated. Plenty of fun for everyone with diecast toys from 25 cents to $10,000. Matchbox versus Hot Wheels “Matchbox officially started in 1947 but it was not until 1953 when the first miniature matchbox cars came out. Hot Wheels came along in 1968,” explains Gallegos. “One of the things that I noticed is that most of the older people collected Matchbox and the younger people collected Hot Wheels. You collect what you grew-up with however diecast collectors have both. Even though there are fans of each, they are both now owned by Mattel,” said Gallegos. “The 2019-line preview of retro diecast cars for Matchbox will include a VW 1600 and the Pontiac Grand Prix with opening doors, just like the originals.” Meet Matchbox Designer - Michael Heralda “The Collectors Gathering of diecast collectors is mostly focused on Matchbox but you will see a lot of other manufactures as well. I designed some of the convention models for this event and have known Jim since 2004. I worked at Mattel for 28 years, both on Hot Wheels and Matchbox brands. I was the first in-house designer to hit 5,000 decorations and retired in 2015.” said Michael Heralda in an interview Friday before the Meet & Greet. “I have been a graphic artist for 34 years, specializing in automotive and the auto aftermarket industry as well as sporting goods. I worked at Kransco which purchased WHAM-O. Mattel bought Kransco and inherited me.” Matchbox diecasts are a maximum of 3 inches long because they need to fit in a match box. “Typically, they are 1/64th scale but not all are a true 1/64th scale because if you put a VW Bug next to a Double Decker Bus, they are both not going to be bigger than 3 inches. Collectors don’t care they just want to see a really cool model,” explained Heralda.
“You have to look at Matchbox a little differently than Hot Wheels because Hot Wheels does a lot more Fantasy designs. Matchbox tries to be more realistic,” Heralda explained when asked about the differences between the brands. “There have been line extensions where Matchbox have moved a little bit more away just because there was more of an interest in that series of cars.” Michael Heralda continues as a T-shirt designer and creates postcards that cater to the diecast collector. You can find him on Instagram & Facebook at Michael Heralda. Heralda is also a musician who tours with his Grandson in Colorado
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The New Mexico Motor Sports Report (NMMSR) on ESPN Radio 101.7 FM The TEAM, is hosted by David Swope every Saturday morning from 8am to 9am. The NMMSR focuses on motorsports and related automobile activities around the state and on the national scene each and every week. The NMMSR is also on YouTube via the Proview Network (check your local listings for broadcast times). The NMMSR is on Twitter @NMMReport and you can like us on Facebook. Join in the fun with your comments on the topics and questions. This is New Mexico’s only show devoted to motorsport related activities. Check out our website at NMMotorsportsreport.com.
Paving a Passion
Where’s Spencer?
By Spencer Hill
M
with
Madison Conrad
adison Conrad, 21, has been around the racetrack for as long as she can remember. It was a natural fit for the Albuquerque native to quickly chase down her own dreams in the sport of auto racing from an early age. “Watching my dad race and spending time with him and my grandpa in the garage really developed my passion for the sport,” explained Conrad, “When I got into my own car and began racing it was hard to not fall in love with it even more. I love the simplicity and complexity of racing. The simplicity of racing is the fact that you have one goal, and that is to win. But on the other hand it is so complex because winning is a whole lot easier said than done.” Shortly after graduating from Eldorado High School in 2015, Conrad made the decision to hang up the helmet at an abnormally early stage in her driving career to move to North Carolina and attend NASCAR Technical Institute. “Making the decision to move to North Carolina was by far the hardest thing I’ve had to do. Leaving behind friends and family and deciding to start a new life across the country and not knowing whether or not you’ll make it was terrifying, but I always knew that in order to make it big, you have to make big moves,” said Conrad. This winning attitude shined bright on Conrad as she caught the eye of well-known NASCAR engine organization, Roush Yates Engines. Initially being hired on in the parts room, Conrad was quickly moved to full-time in the teardown department after graduating from NASCAR Technical Institute. “I was in teardown for the entire 2017 season. In March of this year, I was promoted to Post-Race Specialist. My duties in this role include inspecting pistons, piston rings, bearings, balancer O-rings, head gaskets, belts, and other components as needed. After inspecting these components I compile this information and create a post-race report that I present to our company leaders, head engineers, and heads of production. We use this information to track trends and to decide if any of our packages need to be adjusted.” Being a leading female in a sport that is as fast-growing as NASCAR is a big weight to hold on your shoulders, but Madison Conrad is ready to tackle any obstacle that may be in her way. “I have always dreamed of being in a position where I can inspire and help others to follow their dreams. I think it is so important to be breaking down walls in this industry and creating a path for other females so, they too, can follow their passion,” continued Conrad. “Along my journey in NASCAR, I have encountered people that want to see me succeed and I have also encountered people that want to see me fail. I have been placed in roles that females have never been in before and it can cause some people to not understand how to react to this change.”
So where doeS MadiSon See herSelf in five yearS? “I see myself traveling to all of the tracks of NASCAR and working directly with teams to ensure that we are always moving in the right direction and doing everything that we can do to win.” Madison does offer some advice, however, for those individuals who are also trying to make a name for themselves in the highest ranks of motorsports. She says, “Never give up, never dismiss an opportunity, and most importantly always keep a positive attitude. No matter how tough it gets keep a smile on your face and be willing to conquer anything that is thrown your way. It’s not going to be easy but it will most definitely be worth it.” 12 NMMotorSportsReport.com
Outlaw Desert Racing Driver Profile: Ryan Sims Ryan Sims, a second-generation racer, has been racing since 1996 with his first off-road race in 1999 at 14. Sims has raced in multiple classes and series, including 1600, 10, 8, 1450. Sims racing schedule for 2018 includes the Outlaw Desert Racing Series and the SNORE Rage at the River which had 450 total entries with 60 in class (the largest in the series). driver /vehicle
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Chain!
By David Werth
MotoGP Assen Races
I
’ll be honest, when I watched the MotoGP Assen races, I was wondering what I could possibly have to chatter about enough to make an article. Moto2 is always fun, and it was this time as well. And I don’t know about you, but half the time moto2 is better than GP cuz they gotta prove their way to GP. But this race showed different. This in this race we saw Marquez not just be a punk…. which he has been. And I was all about him being a bold, no fear, shoulder to the pavement pioneer. But that has been tough for me to continue on with that support and belief. He’s been reckless, and disregarding of his fellow riders and, honestly, I had all but written him off as a disappointment in younger talent. This race was rejuvenating on all levels. Marc wasn’t a dick, we got to see Rossi
and Lorenzo battle it out like the good old days, see battles like they were all back in moto2. I don’t even remember the last time I shouted out at the TV set. And I did it a hundred times during this race (sorry honey, I’ll try to be quieter). Rossi bumping into Lorenzo when Lorenzo miss shifted and changing the entire scope of the race was one of the accidental shouts. From there it was not just a battle for first…. it was an all-out battle for every second any of them could grab. Every podium spot was on the market and everyone was hungry. Just the way we like it. Marc wiggles his way back up, and, surprisingly, not by being his typical jackass self. He earned it. And in the process, a little more of my respect back as well. This is what GP should always be. This is what made me think that the best battles aren’t always in moto2. (That was a good race, too. But nothing like GP) Nobody played dirty, and sure there were bumps and nudges and “edge of your seat” moments. A lot of them. And that’s what it SHOULD be. Thank you, GP, for showing us all why you are the top of the top. Race like that every time…. and don’t get nasty…. just be better than the next guy. It’s gonna be difficult to go to sleep after watching that. And I’m sure my neighbors are wondering who “Rossi” and “Lorenzo” and “Marquez” are. But they’ll thank me later. That was what motorcycle racing used to be, and has now resurfaced. Thank you, GP!! For getting back to the core of it all. I’m gonna go watch it again on YouTube!
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Getting Custom Metal Shaping with Caleb:
By Caleb Luce, Owner of Luce Customs / Jay Walton Automotive
W
& the myths behind Bondo
e have all seen it; hot rods and customs from decades ago with excessive amounts of bondo cracking and falling off, revealing the dirty secrets of the early custom scene. As the world of customs took off in the 50’s and 60’s builders had to get creative with their methods of modifications. These pioneers had no information or special equipment making their wild and wacky builds easier, they navigated them with open and creative minds coming up with new methods to test through trial and error. Some of these methods would go on to be changed many times hoping for a better result and an easier process, most of these methods were eventually thrown out to make room for one of their new and exciting ideas. The early custom car builders were artists, they were not looking for a performance machine and they were certainly not looking for a perfect pristine car, they were simply going for a radical look. New cars at the time had much lower standards, they were delivered from the factory with many defects including panel gaps, warped sheet metal and many paint impurities. With all of these factors these early customs became the standard, pushing wild modifications into the mainstream world. Over the years though, these methods improved making the world of modified rides evolve into a highly competitive art form that requires near perfecting if you want to make your mark. Many legendary builders contributed the new and evolving world of customs, one of them goes by the name Darryl Starbird. Throughout my years in this industry I have had the privilege of meeting and becoming great friends with Darryl, as I built this friendship he was kind enough to enlighten me on how he created cars that were once seen as an impossible
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feat. Conduit, plywood, fiberglass and bondo were once the preferred tools for these builders. They created designs from nothing as they bent conduit into wild shapes providing structure for the car. Plywood was then cut into curves providing the path for the fiberglass to conform to. After the structure and general design was in place they then wrapped it in fiberglass connecting the structure, providing a surface to work with. And finally substantial amounts of bondo were spread over the fiberglass to straighten out and smooth the working surface. Although this sounds insane to us today it was once the only option for custom builders to create the works of art they always dreamed of. These artists worked with the resources they had, they redefined what a car could be and even though their work would be scoffed at today, they were true celebrities in their time. Customs cars today are fine crafted, carefully engineered cars that push the boundaries of what perfection looks like. With these unbelievably high standards it is important to constantly update your tool box, integrating the latest equipment that will allow you to pursue perfection. As I got my start in custom cars it was clear I needed to invest in equipment. Till that point I made due with the basics, a small sheet metal brake, a belt sander, a band saw and of course a good hammer and dolly. Although these are still some of my most used tools, it was important for me to move forward, investing in my future. Immediately I purchased an English wheel, planishing hammer, metal roller and an advanced box brake. These tools allowed me to begin honing my metal work, creating complicated compound curves from single sheets of steel. Learning these techniques allowed me to build the Dirtybird, my first large metal shaping endeavor that would capture the eye of many sponsors and future customer to come. Although I knew I was far from owning everything I needed, I knew that with these tools I could begin to make a name for myself by investing many hours of practice into each machine. Over time these tools became easier and easier and my mind soon wandered to what other tools I could collect. Soon I added a mill, lathe, shrinker/ stretcher, tubing bender, burr king and many more to my growing collection. With each piece added my work began to evolve, the quality of my work took off and I became far more efficient. These tools allow you to push your own standards, giving you the opportunity that the early customizers did not have. Learning to use all of this equipment can prove to be quite difficult, which brings me to another resource that gives us an advantage over the men that pioneered customs. With a click of a button you can research and find extensive information on the proper use and advanced techniques behind each piece of equipment. The internet has revolutionized many industries including the automotive industry. Using Google and Youtube I taught myself the skills needed to create perfect panels, researching and studying these videos I was able to replicate the work of some of the greatest builder working today. We have so many advantages over our early predecessors so comparing their experimental work to our advanced finely tuned art work is anything but fair. Today’s standards are set so high that we find ourselves critiquing a near perfect car, pointing out the one flaw while ignoring the thousands of awe inspiring pieces. With this standard raising higher and higher people are now expecting perfectly metal finished cars with no trace of body
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filler. Although we are far from the slathered bondo buckets from decades ago, we are not completely rid of it. Every show I attend I hear a misinformed motor head talking about how his car will never have body filler on it, implying filler is a sign of poor workmanship. The reality is that almost every builder working at the highest level uses body filler and they are not scared to talk about it. Decades ago straightening a panel was next to impossible so the obvious solution was to pack it full of bondo left to crack and fall off years later. With the technology and equipment we have today cars are being straightened to near perfection, giving off the illusion that filler is not needed. This is exactly what you want and this is when it is important to use body filler. Although the panel may appear straight there are slight rolling waves that will leave the car looking like surf city once painted. Body filler allows you to block these waves out leaving a perfect mirror finish that will surely inspire awe. We do not use filler in the same way it was used many years ago, with high quality premium filler and properly fixed panels the filler is sure to leave your car looking perfect for decades to come.
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or 1-800-848-2886, To Order Online Go To www.autoappraisal.com NMMotorSportsReport.com 17
“TRICKS of the TRADE” By David Swope
Hellion Turbo &
Interview from the Route 66 Raceway in Juliette, Illinois – July 28, 2018 Albuquerque Dragway has launched many racing careers, among them the career of Street Outlaw, John Urist. “I have been drag racing for over 20 years now. I started in high school, going to the Albuquerque National Dragway. I went out and saw my first drag race and at the time wanted to get a Mustang. I started racing and doing some traveling. You fit the class that will work with your budget. You can be the best racer that fits your budget. Then you can move up. We were told we needed to go to Dallas and see the Fun Ford event and the Outlaw Cars, the original Street Outlaw. We like the TV show but we were racing a Street Outlaw class 20 years ago. We would see cars running in the mid 8’s a long time ago and that was pretty quick,” stated Urist. “My first car was a ‘69 charger. My Dad was into cars and we did the restoration,” Urist explains. “Quick story - I spent all this time trying to restore the Charger and a friend of mind had this little ‘88 Mustang that was faster and cheaper than the Charger. I kind of was anti-Mustang and then I bought one. Damn, now I know why everyone has one,” explained Urist. “Most of my career has been in Street Outlaw with roughly a 3,000 lb. Mustang. The power headers are usually a single blower or single supercharger, nitrous, and on a 28” tire / 275 drag radial.” “Most “headsup” drag racing is on the east coast. Our Street Outlaw class runs with NMRA/NMCA in Florida, Georgia, Pennsylvania, Ohio, Illinois and Kentucky,” explained Urist. “We leave the rig on the east coast and do whatever work we need on the car at the track but fly back to Albuquerque between races. The team has members / friends from Maryland, Virginia and other places. We all get together and pull it all together on the track.” This weekend is the 13th Annual Nitto Tire NMRA/NMCA Super Bowl of Street-Legal Drag Racing. “These are 20 of the fastest cars in the country. The fastest guy from his area come here to compete,” Urist says almost ready to go show them why he is the Nine-Time Champion. “Hellion Turbo got started when a good friend of mine, Dwayne James, and I came together to start a turbo company. We were custom making race kits and we needed to have more of a mass produced, street style system that was more affordable. We were able to share the technology that we learned on the race track and apply it to lower level cars and let everybody share in on some of the fun and enjoyment we have racing. We race what we sell. At Hellion we build turbo kits for late model vehicles. We enjoy them all. We enjoy performance,” Urist said. I can only image that it was with a smile on his face. HellionTurbo.Com @HellionTurbo on Facebook 18 NMMotorSportsReport.com
John Urist
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The Fire
Crack er Nationals
by Robert Costa
T
he Fire Cracker Nationals at Albuquerque Dragway went off with a big bang this year. With only a mild weather delay on Saturday, July 7th due to an afternoon thunderstorm the weather was beautiful and the racing was spectacular. The Real Outlaw Door Slammers featured an 8 car field with Robert Costa in his 1970 Duster sitting on top when qualifying was complete. However, Art Cordova in his 1963 Corvette defeated
Jacob Villegas 67 Nova in the finals. The final race of the evening was for bragging rights and a very special NHRA Member Track Madness Trophy. Sportsman racer and second generation driver Tyler Brush outlasted the Super Pro points leader Dave Shipman.
MC Kinney Motors Super Pro
Torco Race Fuels Jr Dragster
Dave Shipman defeated Marvin Sanchez.
Pat Miller defeated Briana Bogle
Seductions Sportsman
Nu Signs Pro
Tyler Brush defeated Reyes Romero
Angelo Valencia defeated Ron Rios
GOLD RUSH RALLY
ALBUQUERQUE DRAGWAY, JUNE 30, 2018 By Robert Costa On Saturday, June 30th Albuquerque Dragway hosted the Gold Rush Rally drivers for their 10th annual drive across our great nation. However, it was only the second time the rally had come through Albuquerque. The tour this year went from Boston to Las Vegas with 10 stops in 10 days. The drivers not only were driving their super exotic cars on the highway hundreds of miles each day but decided to get some track time at Albuquerque Dragway and see just how fast they could go down the quarter-mile drag strip. There was a great variety of exotics on hand for the outing including a Ford GT, Lamborghinis, Ferraris, McLarens, Porsches, and many more. But at the top of the cool meter, there was one car that was above all of them. It was the 2015 Pagani Huayra at a cost of more than $2.5 million. It did click off the fastest pass of the day at just under 11 seconds and 139 mph. It was a real treat to watch these exotic cars that most of us will never get see up close, let alone racing on a track.
20 NMMotorSportsReport.com
Evel
Live
To kick off the History Channels’ Car Week, a 3 hour event unlike any other happened on July 8th
A
s a tribute to Evel Knievel, the infamous and original dare devil himself, Travis Pastrana was called upon to face 3 of Evel Knievel’s most death defying stunts in Las Vegas, Nevada. The feats broke 2 of Evel Knievel’s distance records as he successfully completed all 3 jumps on live television. The first jump was over 52 crushed cars which were two more than the 50 Evel Knievel jumped over at the Los Angeles Memorial Coliseum in 1973. If that wasn’t enough, the next event was over 16 full size Greyhound Buses that he completed with flair and ease. This is two more than Evil Knievel when he jumped over 14 on Kings Island in 1975. The finale was jumping over the Fountains of Cesar’s Palace, a jump that Evel Knievel and daredevil Gary Wells tried and failed, sustaining some of the most devastating injuries of stuntmen at the time without death on impact. With Knievel trying the jump on New Year’s Eve 1967, he came up just short and suffered a crushed pelvis and femur, fractures to his hip, wrist, and both ankles and a concussion that kept him in the hospital for a month in a reported coma for 29 days. Gary Wells was the next man up for the challenge. In 1980, he missed the landing ramp wide right where he suffered a broken back, both of his legs and his aorta ripped from his heart but he miraculously survived. The only other person to successfully make this jump without a scratch was Robbie Knievel in 1989. That’s right only Evel’s own son has accomplished this feat but with a much more advanced motorcycle. So, to say that it was a risky jump is just half of this action packed attempt. All of this was conducted on live television, while riding the Indian Scout FTR750. This is a modern day recreation inspired by the motorcycle Knievel used. With the help of a little extra flair in pyro techniques, fireworks, and a Knievel themed jumpsuit covered in the patriotic stars and stripes draped in red, white, and blue, Travis Pastrana was successful. To have someone with the knowledge of what Evel Knievel accomplished throughout their illustrious career with an impressive multitalented resume of his own, Travis Pastrana conquered in one night some of the most dangerous stunts upto-date All to honor the great Evel Knievel.
NMMotorSportsReport.com 21
It’s a
Dirt track Thing By: Brooklyn Green
S
ome people believe that there is not much that goes along with racing a race car. Some will say all you must do is push the gas and turn left. Well, us racers know that is the farthest thing from the truth. Each car, each track, each race day requires something completely unique. There is not one single race that will mimic the previous. I promise you, any racer will agree. Gary Guinn has made his way up the ranks of dirt track racing. Competing in Stock Cars, Modifieds, and now Sprint Cars, Guinn has spent a lot of time in the clay. Guinn’s family has been racing since the 60’s. He grew up helping his dad and fellow racers change out motors and get cars race ready. Doing so, Guinn discovered his love for dirt track racing. He knew someway, somehow, he was going to get behind the wheel of a racecar. Guinn began his driving career in 2003 with a Firebird Stock car. He raced this car at Duke City Speedway, Sandia Asphalt, and Hollywood Hills. In 2009, he raced a Monte Carlo at Uranium Capital Speedway in Grants, New Mexico. From 2011 to 2014, he drove a modified at Sandia and Uranium Capital Speedway. In 2017, Guinn participated in some Micro Sprint and Cruiser action. In 2018, Guinn began his wild ride with Sprint Cars. “For so long I’ve raced stock cars and Modifieds and stuff and you have a heavy car with a little bit of tire and a lot of weight. You go into the corner and the car just wants to push on you. So, you have to let off going into the straightaway and kind of get the car to turn before you get back into the throttle. In Sprint cars, you have to reprogram your brain to stay on the throttle into the corner and it’s not natural. It’s not a natural feeling for me. It’s a complete reset of my brain on how to drive a racecar” said Guinn. Guinn’s first Sprint Car season has been filled with ups and downs, but his family has been by his side through it all. “You can’t do it by yourself. I’ve tried, and you just can’t do it” said Guinn. “My wife can come out and change the oil or change a tire. Plus, just getting in the car is a nightmare if you’re trying to do it by yourself. It means a lot to have somebody there and I am very thankful that I have been lucky enough that my wife has always supported me.” said Guinn. Not only is Gary’s wife Jessica involved in racing, their little girl Alabama is already asking for a race car. She wants to drive a sprint car just like her dad. Obviously, it runs in the family! Follow Gary Guinn and his racing journey on Instagram at gary.guinn.50 or on Facebook at Gary Guinn.
22 NMMotorSportsReport.com
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