Apparently Frank can charm birds from the trees when there are cats all around, because his and Shari’s next endeavor was their current sand dragster with his long-time friend and Pro Mod engine builder/tuner extraordinaire Darren Mayer. As Frank notes, “Darren is super high-tech, and other tuners in sand dragging were kind of set in their ways before we came along.” Essentially, Darren brought over some of the electronic engine management tactics he’d perfected in Pro Mods to the sand draggers.
Specifically, Frank is using a TAD engine combination that had been used by Todd Tutterow in Pro Mods. It’s a billet small-block Chevy (small-block!) of 400 CID, using one of Mayer’s tuned 14-71 KOBELCO Superman high-helix roots-type superchargers. They’re pumping 50 p.s.i. at 8,000 RPM into the crossbolted block with its Alan Johnson cylinder heads. Frank says their power-to-weight ratio is about 2000HP to a 1500-lb car – 1.3HP per pound of car. They are using Mayer’s KOBELCO roots blower reiterates Frank because of its linear boost characteristics, and typical air timers to control fuel and the MSD ignition.
Frank notes that the hardest part of their racing is putting the power to the ground – as it always is – but clearly it’s a challenge when the racing surface really is plowed up earth. He said the first time they launched their current combo, “I hit the throttle, the car leaped
right up off the ground, and shifted into second while still in the air.” Guess they had a little sorting out to do.
Frank says the major management method that Mayer gets the power down is by controlling the ignition timing of the front-driven MSD Pro Mag 44. This is different from using the typical method of managing clutch hook-up for power transfer and delivery. They are using an MSD P/N 8973 Pro Mag controller, which allows extremely versatile user-specified timing control of the ignition curve based on various inputs. Frank says they’re pulling 22-degrees of timing out to get the dragger launched. While others have to replace their clutch after every pass because of the stress put on it with clutch-managed power transfer, he and Mayer get more life out of their clutch combo by using timing management. They aren’t hurting parts like some other combinations.
The team’s other key power transfer management device is being able to readily adjust pinion-angle of their driveline. Ted Lirones has constructed sort of a bolt-on 4-link rear that allows them to change the angle of the driveline 0—3 degrees – instead of manipulating weight along the chassis to get it to hook. Frank specifies that clay/dirt equals a “hard-hooking” surface, while a sandy track is less so. For a sandy track, they raise the pinion angle of the driveline.
Sand dragging will likely go more mainstream in the next few years. Already Frank and Mayer are hearing about more electronically-managed engine combinations like theirs coming over. Certainly, the relaxed atmosphere of this racing is a major attraction. It’s taken them about two years to get their ride sorted and winning, and Frank thinks there will be major sponsorships coming, with a title sponsor, and eventually TV (likely cable) televising this racing. Let’s hope that the “bring it on” mentality survives. I wouldn’t bet against these racers. 
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