In certain areas of the USA, UTV racing is the most popular form of racing there is. One reason is that it’s the only type of professional racing that will allow someone with a “9-5” to be competitive at the professional level.
The theory is that a later apex allows a longer application of the throttle, which produces a minuscule increase in exit speed and a longer, more assured throttle application without a lift or wheelspin – but the real advantage is the magnification of that extra mile an hour down the length of the straight.
Getting into road racing isn’t the easiest endeavor around. There are a few in-roads, but beyond those things get much more complicated.
Because of the prevalence of paddle-shifted gearboxes in modern sports cars, the appeal of left-foot braking is greater these days, so why not learn to capitalize on a new-fangled form of technology and put that lazy left foot to work?
As the drivers sit on the starting grid, their eyes fix keenly on the light or the flag marshal, they bite their lips, breathe shallowly and tense their grip around the steering wheel.
At which point does a driver decide to accept that a slide is beyond catching, and how do they know which way to go to avoid a competitor who’s spun off ahead of them?
The engine in a Stocker is very important, but in most cases, these engines are actually “stocker” than you might think.
In the past, we’ve taken a close look at what makes a legal Stock Eliminator car tick. Some of the well-scienced parts include shocks and springs, along with wheels, tires and rear end assemblies.
Today’s Stockers haul. From the outside, they can look like the Rubik’s Cube of performance – going fast with “minimal” modifications. Not so.
Want to go class racing? Stock looks pretty good, doesn’t it? But hang on – how on earth do you figure out what fits what?