[admin]

3/5/18 2:14 PM USAC WEST COAST/SOUTHWEST SPRINT CAR UPDATED RESULTS FROM LAS VEGAS

http://usacracing.com/news/sprint-ca...from-las-vegas



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USAC WEST COAST & SOUTHWEST SPRINT CAR UPDATED RESULTS FROM LAS VEGAS

Las Vegas, Nevada………After two days of a special mid-week racing event from the Dirt Track at Las Vegas Motor Speedway, the stars of the USAC West Coast and Southwest Series head home in anticipation of the remaining balance of the 2018 championship season.

The California based USAC West Coast series will dive right into a double header at Tulare’s Thunderbowl Raceway this Friday and Saturday March 9 and 10.* The series will again join the World of Outlaws as they kick off the 2018 USAC West Coast Championship Season.

The Arizona-based Southwest Sprint Cars will lay idle this coming weekend and return to action at Arizona Speedway in San Tan Valley, Arizona on March 17.* Defending champion, R.J. Johnson, will take a narrow point lead over Charles Davis, Jr. for the first appearance of 2018 at Arizona.

After several days and many hours of due diligence, USAC Western Director Chris Kearns, has taken both Las Vegas wins away from Justin Grant and team owner Bill Michael due to an unfortunate misinterpretation of the current USAC West Coast/Southwest Sprint Car Rules.

“Bill Michael is one of the most respected car owners in USAC. He runs his operation with class, and there is no doubt in my mind that this was unintentional," stated Kearns.

The Michael team competed in Las Vegas with an older engine that previously conformed to the rules, but does not meet the latest USAC West Coast and Southwest rules.* This engine conformed to early ASCS engine rules that governed the Southwest Series for many years.

Since the conversion to USAC Southwest Sprint Cars in 2013, the Michael team had switched to Roush/Yates ASCS-branded engines that brought them many victories and several USAC championships.

“It is unfortunate for the Michael team because they are such great people, and this is clearly an oversight of rules for the 360 engines and the USAC series that conform to them.”

USAC officials stated that, after its investigation and due diligence, it was clear this was unintentional and there will be no further penalty for the team.

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Revised USAC West Coast/Southwest Results:

February 28, 2018 – Dirt Track at Las Vegas Motor Speedway

1. Dennis Gile, 2. Brady Bacon, 3. Dalton Hill, 4. Tyler Courtney, 5. Jake Swanson, 6. Charles Davis Jr., 7. Brady Short, 8. Tye Mihocko, 9. Landon Cling, 10. Colton Hardy, 11. Koen Shaw, 12. Michael Fanelli, 13. Ryan Stolz, 14. Johnnie Butler, 15. Stevie Sussex, 16. Austin Ervine, 17. Michael Curtis, 18. Brody Roa, 19. Kevin Thomas Jr., 20. Tanner Carrick, 21. Brandon Halverson, 22. Colby Copeland, 23. Larry Kesterson, 24. Justin Grant.

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March 1, 2018 – Dirt Track at Las Vegas Motor Speedway

1. Brody Roa, 2. Tyler Courtney, 3. Brady Bacon, 4. Stevie Sussex, 5. Brady Short, 6. Colby Copeland, 7. Colton Hardy, 8. Charles Davis Jr., 9. Jake Swanson, 10. Landon Cling, 11. Tye Mihocko, 12. Kevin Thomas Jr., 13. Tanner Carrick, 14. Michael Fanelli, 15. Koen Shaw, 16. Johnnie Butler, 17. Austin Ervine, 18. Larry Kesterson, 19. Dennis Gile, 20. Dalton Hill, 21. Ryan Stolz, 22. Justin Grant.

[Adolph]

They erased Grant’s qualifying time from the results, but I remember it because it was an even second 19.000. Copeland had a 19.218, Charles Davis 19.348 and Cling 19.580, the rest of the field was slower. So only two cars were within a half a second. Top drivers like Bacon and Courtney were nearly a full second behind. I checked the day before and it was the same thing but not quite as obvious. I guess I wasn't the only one looking at those times. I doubt it was intentional. If it was, they would have slowed it down a tick on the second day, but it was more obvious on the second day.

[revjimk]

Anyone know what specifically was wrong with Grant's engine?

[revjimk]

Also, does someone have to protest, or do they always check winning engine?

[CRA91]

Originally Posted by revjimk Anyone know what specifically was wrong with Grant's engine?

I think it had to do with the valve placement in the cylinder head.

Post race inspection is done on the top three cars,they check your injector size and make sure you have the proper size restrictor in your injector stacks. But I think in this case someone probably said something to USAC and they checked that motor out a little more than they usually do.

[revjimk]

Originally Posted by CRA91 I think it had to do with the valve placement in the cylinder head. Post race inspection is done on the top three cars,they check your injector size and make sure you have the proper size restrictor in your injector stacks. But I think in this case someone probably said something to USAC and they checked that motor out a little more than they usually do.

Thanks. So to check valve placement (angle?) can they just pull the valve covers, or do they have to pull the heads? That would be a lot of work, no?

[Adolph]

They didn't need to tear it apart. It was an ASCS type engine that used to be OK to use and no longer is. They didn't try to hide it, they thought it was legal. Now everybody knows it isn't and there is no confusion.
If you want all the details here they are right out of the USAC Southwest rule book (it is confusing):

C. Engine Rules are as follows: Legal ASCS spec cylinder head w/ 2 3/16 Injector/Restrictor; or 1 7/8” restrictors with any
open head. Open head must be within 1 degree of OEM Head. Example: Chevy 23 degree plus or minus 1 degree. Ford 22
degree plus or minus 1 degree
D. Descriptions are as follows:
1. Spec Heads: Brodix heads part # 27-211, #27223, and #27-222 with ASCS stamp may not have any performanceenhancing
alterations in any way. Intake opening no larger than original opening, the only exception being, inlet opening
may be ground or polished 3/4 inches, or no further into port than the closest edge of the closest letter of the ASCS logo.
During this polishing the left side of the letter "A" is sometimes inadvertently brushed with polish wheel. This is permissible as
long as letter is still intact. During polishing of inlet port sometimes polish marks may go slightly further than the 3/4 inch.
Intake port at no time may exceed 215 cubic centimeters. Intake port polishing will be allowed no more than 1 1/2 inches
below the bottom of the original seat ring on the back side of the bowl area and no more than 1 inch on the short side. Polishing
will be allowed in the combustion chamber area to avoid hot spots. Polishing will be allowed in exhaust ports as long as the
original "ASCS" logo is not affected or port shape is not altered substantially.
Brodix Ford Style Heads part # 27-233 with ASCS stamp may not have any performance-enhancing alterations in any way.
Intake opening must be 2.150 inches tall by 1.300 inches wide. Intake port polishing will be allowed no more than a 1 1/2
inches below the bottom of the original seat ring on the back side of the bowl area and no more than 1 inch on the short side.
Polishing will be allowed in the combustion chamber area to avoid hot spot chafing. Polishing will be allowed in the exhaust
ports as long as the original ASCS logo is not affected or port shape is not altered substantially. Intake port at no time may
exceed 200 cubic centimeters. Please note that the intake port is for a Fel-Pro #1262, or equivalent, gasket.
Absolutely no intake or exhaust port relocation, raising, enlargement or reshaping of any type. Valve angle and placement
may not be altered in any way on the ASCS spec head. All spec heads must remain within 1 degree of the original
manufactured dimensions. ASCS checking fixtures to check the above specifications and dimensions will be used by
sanctioned ASCS tracks. Any internally repaired ASCS spec head must be re-certified by Brodix.
All spec heads must remain within 1 degree of the original manufacturing.
Penalty for altered spec head will be subject to suspension, for one calendar year. Forfeit all points and moneys won, during
the race which the infraction was found, and subject to a $500 fine that must be paid before reinstatement.
2. Restrictor size for ASCS legal head:. 2 3/16 inch maximum inside diameter of injector stack - 2.187 at least 3 inches in
length. No relief hole may be drilled above the Butterfly on any injector. No Alteration of injector manifold mounting holes
will be allowed. Due to the manufacturing process, some 2 3/16 injectors maybe slightly larger. There will be a tolerance of
.005 (2.192) on no more than 3 stacks. No throttle body or plenum type injectors. No down nozzle injectors.