Drag Racing Online: The Magazine

Volume VIII, Issue 2, Page

Will Reher-Morrison be leasing engines to anyone this year?

REHER: There is a possibility of that, but I can’t say at this time.

How much horsepower did your first 500-cubic-inch engines put out compared to now?

REHER: Well, the first one we ever put on the dyno made about 1,000 horsepower, and now what I’ve seen here at our shop is about 1,360. If you had a little more to start with you may still have a little more, but when you’ve got the cars all within a few hundredths I think that’s a pretty representative gain. That’s the result of 25 years of work with what’s still a naturally aspirated, 500-cubic-inch, two-valves-per-cylinder, pushrod engine.

What’s your opinion of IHRA considering the allowance of turbocharged small-blocks into its Pro Stock program?

REHER: It’s a bad thing. You can’t do it successfully. That’s like the trouble they have in alcohol dragster, trying to run injected nitro and blown alcohol together, it’s the problem they have in trying to run nitrous and blown alcohol in Pro Mod; you can’t have two dissimilar powerplants like that and hope to keep them on the same playing field. I mean, you have to be changing constantly and you see that when they’re adding weight to the nitro dragster or they’re making the motor smaller, or over in the other deal they make the blower smaller or they take some away. I just don’t see that those two are compatible, turbos and normally aspirated engines are not the same and they’re going to find that out. I mean, one or the other is going to have the advantage—period.

Do you think the turbos will be able to keep up with the mountain motors?

REHER: Oh sure, but that just depends on whether they want them to or not. They could give the turbos rules so favorable that they could go out and be running 6.0s, if that’s what they decide. It all depends on what size turbos they allow, how many cubic inches they let them run, and on the other hand they can restrict them to keep them slow. But that’s not what they’ll want to do. Typically, when they introduce something like that they’ll be too generous with the rules to get them out there, and then after a short period of time a number of them will have it figured out and they’ll realize, ‘Oops! These turbos are running away from our old, mountain-inch motors.’

Along similar lines, would you support a switch to fuel injection in Pro Stock?

REHER: No, absolutely not. I think that would be a terrible move. From my perspective it’s just another tremendous cost escalation. I mean, where are you going to stop it? That hasn’t even been talked about. The term fuel injection is loosely used. I mean, if you want to talk about fuel injection you need to talk to somebody where that’s what they race and get an idea about $10,000 injectors and all the different cone shapes and spray patterns and directions. Yeah, you can sit there and say you can buy one set of a high-production injector and weld some bungs in a manifold and that wouldn’t be too expensive, sure, but that’s not where it’s going to stop. It’s just going to open another deal.

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