For the next run we loosened the front shocks 3 clicks and this was the same setting we used with the transbrake. We lowered the rear tires to 11 lbs and pulled to the lanes. The Cutlass left hard at the low 2400-2500 rpm against the footbrake and it resulted in a 1.363 – 60’ time and a (6.278 -108.1 1/8th mile) 9.955 @ 132.53 ¼-mile time slip!! WOW, the first 9-second run with the car and about seven-tenths quicker than last season! I guess Nick made the right decision when he had us take it to the NHRA Chassis Inspection guys and get it certified. It was still spinning a little bit and for the next run we discussed lowering tire pressure or trying to increase the “hit on the tires” by raising the launch rpm. We opted for no changes to see if it would repeat. It ran perfect and on a marginal track that was prepped for a small test and tune event it went 1.377 – 60’ and (6.287 – 108.45 1/8th- mile) and 9.949 @ 132.95 1/4 –mile.

For the next run we decided to lower the rear tires even more. Our thought was that without the transbrake shocking the tires we had to keep going lower until the tires just wadded up too much and spun from low pressure. Not very scientific, but it is effective if you have the time to test them that way. We decided not to extend the engine for the quarter-mile as there was no reason to see what MPH it would run at the expense of using 7400 RPM at the finish line. We were after 60’ times.

The last run of the day, with 10 lbs of air in the slicks, netted our best 60’ time and 1/8th mile time. The Olds went 1.346 – 60’ and ran 6.244 at the 1/8th mile. That was a solid .02 better in 60’ and our best 1/8th mile time by over .03. These runs were in altitude-corrected air of just over 2800 feet. With better air in the Fall or Spring, we might see 9.80s off the footbrake.

The R&S Racing 425” Olds small-block was absolutely smooth and just humming along at the 7000 RPM shifts and 7400 RPMs at the stripe. It looks like Tom, at R&S Racing, and Chris Padgett, at Comp Cams, came up with a great camshaft design for this engine. I can leave the line at 2200 and it responds instantly to 5400 and pulls through each gear strongly and steady.

We ran the car the next weekend at a bracket event and recorded a best of 9.936 in worse air. The car was great all day, but I could not get out of my own way on the start line. A .007 and .020 reaction time in time trials looked like I had not totally forgotten how to drive the bottom-bulb. First round I grabbed a .011 reaction time but then I must have been someplace else, mentally, and had a comatose .116 light in the second round. Car was deadly… the driver; not so much on that day.

We leave next week for the World Footbrake Challenge in Bristol, TN. I hope we get to meet some of you there. We will be racing and displaying our Trailer Toad product line. The best-of-the-best Footbrakers will be there. No transbrakes, no two-steps, no GIZMOS…just driving. You can never be sure how things will work out but I can guarantee you I WILL BE PAYING ATTENTION on the start line and the finish line. Complete results will be sent to DragRacingOnline.com from the event.