: Because your rules don’t necessarily mesh with NHRA's.

MR: Exactly. And we're also a member of the SFI foundation. So we help the SFI with safety issues and they come to us when they have a question about how quick these cars are becoming. I think we had a lot to do with getting the 25.5 cert and getting the heavier car cert, because that's what a lot of these heavier cars were, and they were limited, stuck at 8.50 (elapsed time) and they couldn't go any faster. So I think we were instrumental with Carl Olsen (SFI) over there. He worked with our racers to find a safe way to do a heavy car spec.

: Some of the turbo cars are running 6.20s and leading the class. It's a wide-open class in Pro Street. Is there any thought on limitations to equalize this out for the non-turbo racers, or is this just going to be an ebb and flow all the time?

MR: To be honest with you, I believe a nitrous car like Randy Walker who won the championship last year, Tim Henry who was second in the championship, and between the two of them they won, I believe, seven of our nine races last year, they're both nitrous cars and I believe they can be completely competitive. Randy Walker has gone into the 6.20s; Jim Henry has gone into the .30s. There are a few other cars being built right now that could go into the teens and they're nitrous cars. We have a pretty good parity. We haven't had a blown car win, which is weird, but we have some heavy hitters sitting on the sidelines getting ready to come out and show their blown muscle.

: It seems like turbo cars are really gaining prominence and earning their way there: Kenny Duttweiler working with a lot of teams to perfect the turbo. Other than the PSCA, it doesn't seem like there's a lot of places for those guys to go race.

MR: Yeah, our rules and our classes have weight. Most turbo cars are heavier then, say, a nitrous car, because they can make sometimes double the horsepower. So we have to compensate by making the cars be a little bit heavier or having a small limitation on turbo size or having weight breaks for different sizes of turbo. It's hard to make rules that are perfectly fair to everybody, but we've got them pretty close. Our classes are pretty close when it comes to nitrous and turbos, and they're on the blown cars. We've got some ProCharger cars in the Radial Tire class that have won races and can be competitive in the series.

: Occasionally we hear that the PSCA might be for sale. Is that true?

MR: I don't know why the PSCA's for sale. (Laughing) I don't know why anyone would want it!  But yeah, if anyone wants to buy it, give me a call.

: What kind of relationship do you have with NHRA?

MR: Well we're al Alternative Sanctioning Organization with them, Jake Hairston (who races here) in their Tech Department, Mike Rice who's their Division Seven director, we're always in contact about scheduling races, making sure races don't go on top of each other, trying to make sure these racers have a chance to race everything: every NHRA or PSCA or whatever race.

: Do they show any interest in PSCA besides scheduling conflicts?

MR: No, not really. Maybe in the future since they've got this new NHRA Unleashed series, maybe they might want to do something with us on a West Coast race, but that I don't know. I have heard some rumors about that, that they were going to contact me about that, but nothing concrete right now.

: What do you think about the Unleashed series?

MR: It all kind of depends. It's like the Import deal: you have to see how it goes. NHRA can't give up on it. To be honest with you, they kind of gave up on the Import thing. Maybe they didn't have the right person doing it, because Import people are different people, so you have to have someone that's in that scene doing it. Now that's not a knock on NHRA, but when you're getting into a different group of racers, you have to have someone from the group to organize it.