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The British Hill Climb

Imagine a traditional British hill climb event and images of tweed flat caps, red trousers, damp weather and tea, with cars ranging from pre-war to 1960s Minis and Spitfires running skinny cross-ply tyres and SU carburettors will likely come to mind.

While to this day that’s still a pretty accurate account, hill climbing has also continued to evolve up to single-seat race cars running turbocharged bike engines and everything in between. With certain class rules in place to keep budgets low, hill climbs can be one of the most affordable types of motorsport to enter. But for other classes, anything goes.

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Prescott Hill Climb events have formally existed in the Gloucestershire countryside since 1938. Back in the ’30s, the Bugatti Owners’ Club had sought out a permanent location for their hill climb events, and when this one fell into their hands, what was the driveway from the nearby road to Prescott House was resurfaced. A slightly longer loop was added in 1960, but the course design has remained unchanged ever since.

The Bugatti Owners’ Club run a variety of events here under the Prescott Speed Hill Climb umbrella, and on the first Saturday of November, I headed along for Rallye Prescott.

Now that it’s autumn in the UK, when the tree leaves are changing from bright green to shades of yellow, orange and red, it was incredibly picturesque. It also meant that rain was in the forecast and the track was damp and slippery, making it even more challenging. But on this occasion though, the cars that came out to play were designed and engineered for gruelling conditions.

Rally Legends In The Paddock

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Among the rally legends from various decades were not one, but two ex-works Subaru WRC car. The first, W23 SRT (S6 generation), a car we’ve previously covered in a full feature, contested the World Rally Championship in 2000. The second, P12 WRC (S5 generation) competed between 1997 and 1999.

Parked alongside one another, the two Prodrive-built machines appeared fairly similar, but they are drastically different under the skin. W23 SRT was a complete redesign, referred to as a ‘Low Centre of Gravity’ car, featuring active differentials and, for the first time in WRC, a sequential gearbox.

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We’re used to seeing classic Porsche 911s on historic rally stages, but not so much their modern counterparts. That’s a shame, because all the attributes that make 911s capable on track – competent chassis and plenty of traction out of corners – carry over to rally.

BMW E30 M3s proved their worth in period on both the circuit and rally special stages, but I had to do a double take when the bonnet was removed from this particular car. In place of the BMW S14 motor sat a Millington Diamond mill, a bespoke engine based on the YB Cosworth design. The M3 retains a throaty induction note from individual throttle bodies, but the change of motor was down to practicality as sourcing parts for the S14 has become increasingly difficult.

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Going one step further than gravel spec was this Lancia 037 in full Safari Rally trim. Massive bash bars, additional A-pillar spotlights and a roof-mounted tyre rack adorn the exterior.

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Many people are unaware of Mitsubishi’s World Rally Championship endeavours before the Lancer Evolution models, but the Colt 1000F is where it started in 1967. The Lancer EX Turbo seen here competed against the early Audi Quattro, Ford Escort and Fiat 131, and produced up to 400hp by the end of the car’s competitive life.

The short-wheelbase Audi Sport Quattro has incredibly awkward proportions, but the groundwork the S1 E2’s all-wheel drive technology laid for rallying at its highest form is undeniable.

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In anticipation of the event running into the evening, most cars had lamp pods and spotlights fitted. More is better, right?

The great thing about events like this is that along with the manufacturer-backed entries of yesteryear, Rallye Prescott attracted a lot of more attainable machinery, like the Citroën Saxo. Fifteen years ago, the Saxo ruled the council estate; you couldn’t turn up at a McDonald’s after dark without seeing at least one in the carpark. Stigma aside, they continue to be incredibly capable cars, with 120hp and weighing well under a tonne in VTS form as standard.

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No British motorsport event would ever be complete without a classic Mini or two, and for good reason. Light weight and nimble handling still make them a force to be reckoned with.

I’m unsure what the collective noun for a grouping of classic rally Renaults is (possibly a frustration?) but seeing so many parked together was rather special. The Renault 5 Turbo sat alongside the Maxi Turbo really emphasised just how crazy the Group B car was.

As you can see, the rest of the Rallye Prescott paddock was hugely varied.

I can’t say I am a fan of the bubble-esque K11 Nissan Micra/March in stock form, but with the works kit car arches added its look is completely transformed.

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As part of the event, members of the TypeRA Forum were invited to display their cars and have the opportunity for a few runs. Never one to turn down an offer, I brought along my Spec C 16″ and took to the hill. It was as greasy as expected and I quickly developed some real respect for the drivers going ten-tenths.

Rally Legends On The Hill

While the course may appear easy it’s anything but. From a slight uphill start, you build pace as you enter the sweeping left-hander, ducking under the pedestrian bridge.

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Then into Ettore’s, a slightly uphill 180-degree bend which was the aforementioned addition, 52 years ago.

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Heading down into the dip, you’re then confronted by a steep uphill into the Pardon Hairpin. This is almost a first-gear corner, with wheel-spin common as many cars lift a wheel going to level ground.

There can’t be many people other than the Duke of Richmond who can say their driveway is a hill climb, but competitors then pass one of two houses that can only be accessed via the hill climb course.

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Another sweeping right-hander follows as the elevation gradually increases.

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Next, the cars weave through the Esses before a steep uphill left-hander.

The course culminates in a corner known as Semi-Circle. This requires nerves of steel and full commitment as the outside of the bend is a blind slope which extends around 150-feet to brush-land below. You don’t want to go off here.

If you’ve made it to this point, you cross the finish line. While the quickest cars dipped into the high 47-second range on the day, the outright record held by Wallace Menzies in a Gould GR59 (a single seater with over 650 horsepower) stands at 34.65 seconds.

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A unique feature compared to other hill climbs in the UK is a separate return road, which means cars can continually attack the hill at 30-second intervals.

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Seeing how different types of cars did this made for interesting viewing. While many of the front-wheel drive cars managed throttle and steering inputs to control understeer, the rear-wheel drive cars were doing the same to avoid doing pirouettes.

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Grassroots motorsports events are a truly special thing and while it may be a bold claim, I think Britain does them better than most. Rallye Prescott is definitely a sum of its parts. With a visually-stunning venue steeped in history, a mixture of incredible cars and the UK’s quintessential enthusiasm for motorsport, this is a British hill climb to the T.

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So maybe the traditional elements live on, just with a greater variety of cars? Events like Rallye Prescott can only be a good thing, mixing two different types of motorsport to bring different enthusiasts together. I just won’t hold my breath waiting for pre-war Bugattis on the rally cross tracks yet.

Chaydon Ford
Instagram: chaycore

Hill Climb related stories on Speedhunters

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There must be some portal-like witchcraft going on at the SEMA Show, because it’s seemingly impossible to cover every inch regardless of how long you’re there for.

And, looking through other galleries on Instagram, it’s apparent that I missed quite a lot this year, despite feeling fairly confident I’d seen the bulk of cars on show at the Las Vegas Convention Center.

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That even included taking a brave pill and diving into the North Hall, which is crammed full of marine audio, LED lighting and questionable air fresheners.

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And yet, I still missed the new Nissan Z GT4 race car. I’m sure I heard Rob Dahm’s quad-rotor, all-wheel drive FD3S Mazda RX-7 fire into life, but couldn’t actually find it before being distracted by something else just as nutty. Oh, and I completely missed a Buick GNX by The Roadster Shop, a failing I now have to take to my grave.

That might sound a tad extreme, but the want for a GNX is very real right now, so my barometer of what’s an acceptable response is heavily skewed to say the least.

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This is of course very annoying for a media outlet like Speedhunters, which is supposed to be on the cutting edge of car culture and photojournalism. But it does at least fill me with some confidence that – despite early concerns of SEMA 2022 being a bit weak – it’s still far superior in size and quality than most shows out there. And that’s also a much better excuse than me simply being tardy and missing cars.

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If anything, the subdued opening day lulled everyone into a false sense of calm. Once the sun rose on day two – and hundreds gathered at 8:59am clawing to get in – SEMA resembled a weird episode of The Walking Dead, albeit with more mobility scooters and a crazed lust for free posters rather than human flesh. I’d put money on the zombies being more patient, though.

Not that I blame anyone for arriving early. Before the show even opened there was plenty to see in the public outside area, including the eBay Motors Experience by the main crossing.

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Much to my disappointment, this didn’t involve someone offering you half the asking price before abruptly stating your car’s crap anyway. Instead, various products were put on display alongside interviews with builders and much skiddin’ in the outdoor arena.

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Given how subdued the indoor displays were this year, I don’t think anyone from SEMA passed that memo to those displaying outside. Maybe this area is classified as international waters in Las Vegas, because it felt brilliantly lawless at times with tyres exploding in the Hoonigan Burnyard and high-horsepower trucks racing in a coned-off area which made intersection takeovers look safe.

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Head beyond this and you reach SEMA’s District Nine, an area handily tucked right out the way of innocent show-goers and chequebook builds to house the SPL trucks. SPL is the acronym for sound pressure level, and that basically means building a car with the sole purpose of playing audio as loud as humanly possible.

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It might be the polar opposite of Speedhunters, but it turned out to be one of the most bonkers aspects of SEMA. When I first started working in this industry in 2004, the drone of SPL cars would shake your insides from the moment you arrived at an event till the second you left. They were painful, confusing and (for the most part) completely pointless.

What about now? I still don’t understand it, but watching trucks shake themselves apart is extremely entertaining. Especially when one owner decides to battle Marshmello with Tony Christie at 140dB.

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Consider it the audio equivalent of running 40psi on a stock motor; you watch because you know destruction is just around the corner, and for the few minutes leading up to that it’s a complete riot.

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For all those exhibitors spending hundreds – if not thousands – of hours building cars just for SEMA, I’m sure they’ll appreciate the bulk of this story being focused on the handful of characters who pour concrete into their trucks to stop them rattling apart so quickly. But there is a serious point to this: Car culture (in all forms) is entertainment.

SEMA is a trade show, but it’s also open to the public from Thursday onwards. And if those people can get excited about car tuning, that can only be a good thing for everyone.

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Yet, judging by the way some builders act on social media during the build-up, you’d think they were trying to escape a really naff SAW trap which involved Jigsaw and a pair of badly cut fiberglass overfenders.

There are many amazing machines at SEMA which, rightfully so, should be celebrated to the absolute max. It’d be wrong not to mention the Ring Brothers’ 1948 Chevy Loadmaster – a car that took out this year’s SEMA Battle of the Builders competition.

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You could argue this blurs the line between car customisation and building something entirely bespoke, but to do so would diminish the mind-boggling amount of work Mike and Jim poured into the Chevy-based work of art.

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It goes beyond most of those multi-million-dollar concepts drawn up by manufacturers that never make it into production, because this one’s real. It’s registered and could be driven on the street right now if you so wished.

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While we’re on the subject of jaw-dropping builds, another stand-out this year was Driver Motorsports’ Nissan Skyline GT-R on the Vibrant Performance stand. Glance at this car and you’d assume it’s a very tidy R32 wearing a Garage Active wide-body kit with a set of Work SP1s tucked deep in the arches.

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But dig a little deeper and the true extent of the work becomes clear… almost four years’ worth to be precise.

The fuel setup in the boot is textbook motorsport yet it’s been fabricated into a piece of art, while the boot lid has been trimmed to match the interior. Sure, it’s got a cage, but there’s no exposed metal in here; even the rear nitrous/air setup has been meticulously built.

That tidy-looking engine is in fact a Nitto-built RB30 monster capable of 1,000+ horsepower. And that’s a genuine power estimate as opposed to the age-old ‘every-built-RB-with-a-single-must-be-1,000hp’ quip.

There’s a lot to take in, but one of my favourite touches is the cam cover. This has had the plug cover welded to the front (cam) cover and trimmed to give space to the mechanical fuel setup and CAS trigger. It’s still undeniably an RB engine, but dialled all the way up to 11.

As someone foolishly taking on their own GT-R overhaul, I have nothing but respect for what Brad and the Driver Motorsports team have created here. Yes, it’s clearly had a lot of cash spent on it, but when everyone else is hell-bent on returning GT-Rs to factory condition it’s massively refreshing to see a US-built one still pushing the boundaries in 2022.

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This is all very positive for a SEMA post, because frankly it was a hugely positive (and exciting) show to attend this year. But it wasn’t without its drawbacks, and I’m not just talking about the whole Bluetooth driveshafts meme.

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Actually, let’s start there, because this represents a bigger issue in the form of incomplete cars displayed at the show. Undoubtedly this will divide many of you, and while I appreciate both arguments, I can’t help but think it sends out the wrong message for what SEMA (and other shows) should stand for.

Building any car isn’t easy. Issues crop up, deadlines surpass, and costs spiral out of control. The last thing anyone wants is a sea of copy/paste builds, but SEMA doesn’t exactly come as a surprise each year.

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Two of my stand-out builds this year, Mike Burroughs’ Ferrari ‘244 GTK’ and Igor Polishchuk’s K-swapped E30 BMW M3, were both finished with hours to spare before making their way to Las Vegas. Why cut it so fine? Because both owners insisted their cars be driven in under their own power as a matter of principal. No power, no show.

And on the flip side to this, I was gutted not to see Stan at Toyo Tires’ Mercedes-Benz 190E build this year. There were no issues to report, it just wasn’t ready in time and Stan wasn’t prepared to rush through it only to then have it appear on FormulaDerp several days later.

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This isn’t a point to suggest one attitude is better than another; an individual’s build will always be approached differently to that of a company with product it needs to promote. But what message does it send to a global audience when the product on display isn’t the best it could be.

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Cars aside, there’s one more gripe with SEMA which needs to be aired that doesn’t actually relate to the show. In fact, it’s not even exclusive to SEMA.

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If your pass allows you in – regardless of what it says on the front – you’ve got as much right to be there as anyone else. It doesn’t matter how many followers you have or how big your name is printed on a Fruit of the Loom tee; nothing elevates you beyond anyone else.

Social media has given the voiceless a voice, and that’s not a bad thing – everyone deserves to be heard. But not all of them need to use a megaphone in the process.

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Plus, if the most stressful part of your day is someone walking in front of your shot, your day really hasn’t been that stressful. The fact any of us can call this work is surely the biggest hoax of the 21^st century. Go to Vegas and look at cars? Sounds dreadful…

Car culture comes in all shapes and sizes as SEMA demonstrates every year. Pour concrete in your 140dB truck? Amazing, keep being awesome. Bolt twin-turbos in the back of your Aventador? I wish I had the bravery of your tuner. Hell, bring an unfinished car to a show because it brings you happiness? Let’s throw that earlier point straight in the bin.

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I cannot think of many industries more bonkers than the world of car tuning. Its diversity is why we love it, but also why it can feel so frustrating at times.

If it goes beyond this and starts to control your life in a negative way, it’s probably time you should take a break from it. Car culture is enjoyment. So, if anyone needs me, I’ll be pouring concrete into a GT-R ready to fit 12 subwoofers in the boot. See you next year, SEMA.

Mark Riccioni
Instagram: mark_scenemedia
Twitter: markriccioni
mark@speedhunters.com

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( Words and Video by NHRA )LAS VEGAS (Oct. 29, 2022)– Funny Car factors leader Robert Hight hung on to the top place at the 22nd annual NHRA Nevada Nationals on Saturday, asserting the No. 1 qualifier to make certain a nitro move from John Force Racing at The Strip at Las Vegas Motor Speedway.

Brittany Force (Top Fuel), Erica Enders (Pro Stock) and Matt Smith (Pro Stock Motorcycle) additionally qualified No. 1 at the 21st event in the 2022 NHRA Camping World Drag Racing Series period as well as the fifth of 6 races in the Countdown to the Championship playoffs.

Hight’s stellar run of 3.857-seconds at 331.77 mph in his 11,000-horsepower Auto Club Chevrolet Camaro SS from Friday handed the championship hopeful his sixth No. 1 qualifier of 2022 and also the 77th in his occupation. He’ll open up removals versus Terry Haddock, taking a 21-point lead over defending globe champ Ron Capps into raceday. Hight gained 11 factors on Capps during certifying, a nod to his success over the first two days of the race weekend break in Las Vegas. That included a strong 3.3865 to close out the day, offering the group plenty of energy heading right into Sunday.

“Well, I would state that it was goal completed in certifying, due to the fact that we was available in right here with a 10-point lead and also now we’re 21 factors, which’s 2 rounds,” Hight said. “So that’s a big bargain. We gathered a great deal of points in certifying. Tonight, we were pushing, we were attempting to run better than the (3.85) that we ran, but we ran a 3.86 to finish. If we might go 3.85 or 3.86 four times tomorrow, I assume we’re going to be at the top at the end of the day.”

Matt Hagan made a top quality transfer to liquidate the day, going 3.862 at 330.23 to qualify 2nd. He goes into Sunday 83 points behind Hight. That bumped Bob Tasca III as well as his run of 3.865 at 330.80 to 3rd.

Force’s standout run of 3.665 at 337.24 from Friday in her 11,000-horsepower Flav-R-Pac dragster held up, providing the previous world champ her 9th leading place in 2022 and the 41st in her career. She likewise made 2 top quality operates on Saturday, which contributes to the team’s momentum on a weekend where Force recognizes she needs a prominent outcome. Getting in removals, Force trails Justin Ashley by 73 points as well as will certainly aim for a Las Vegas sweep on Sunday, along with her very first success given that Sonoma in July.

“Looking at our total certifying, we’re in a great placement, making 4 strong passes and all in the high -.60 s as well as a. 71,” Force said. “It’s fantastic for our team, it’s 4 excellent runs to establish going into race day and provides all of us a lot of self-confidence. I feel like we’re back on course as well as I’m really feeling positive. We’re in a great headspace and we wanted to assault as well as be aggressive. For us, we can’t play it risk-free. That doesn’t work for us.”

The second area changed hands several times throughout a thrilling final certifying session on Saturday, with Force’s teammate, Austin Prock, winding up there with his run of 3.685 at 334.32. Ashley took 3rd after he made a big improvement after a pass of 3.686 at 333.08.

Erica Enders moved an action better to her 5th world championship in Pro Stock, as the points leader took the No. 1 area on Saturday with her run of 6.579 at 208.75 in her Melling Performance/Elite Motorsports Chevrolet Camaro. It offered the four-time globe champ her 6th No. 1 qualifier this period and the 29th in her profession, and also she’ll take a 164-point lead over colleague Aaron Stanfield into raceday. Enders, that will certainly open up removals against Kenny Delco, is seeking a Las Vegas sweep this year, however she’s additionally trying to get her 10th victory of the season and also possibly a fifth globe champion if everything goes her way on Sunday.

“The remainder of the field is nipping at our heels so it’s time to obtain hectic and also go to function,” Enders stated. “All these young weapons in the course have pushed me all season long as well as we need to ride to the event.

“I understand we’re in a wonderful setting to be in, yet it’s not over yet. My goal is to do a great work. I recognize I’m in an excellent setting, however I still feel the pressure. It’s hard to explain that sensation in your digestive tract. Aside from that champion, I would certainly still such as to win 10 races and I’ve obtained two shots to do it.”

Stanfield obtained bumped down to second, but still satisfied with a run of 6.580 at 208.07 and Deric Kramer jumped to third with his strong pass of 6.585 at 207.69.

Matt Smith made another solid statement on Saturday in Pro Stock Motorcycle, enhancing from Friday’s provisional No. 1 as well as taking the top qualifier– while likewise damaging both ends of the track record– by going 6.785 at 202.27 on his Denso Auto Parts Buell. It offers the factors leader his 5th No. 1 qualifier of the year and 52nd in his career, as well as he’ll open raceday versus Katie Justice. His points lead currently stands at 64 over Joey Gladstone and Smith, who is going for a 6th world title, understands he can stretch that even more if he has a favorable day on Sunday.

“We were quickest in Q2, Q3, and also Q4. I’ve got a shot at a 6th title, but we still have a lot of job to do tomorrow,” Smith said. “If I simply do my work, I recognize we’ll be just great. (But) most of us know exactly how quickly things can change right here. There are still a lot of really great bikes out below. There are seven or 8 excellent bikes out here that can win the race. We obtained fortunate and mosted likely to No. 1, but that doesn’t mean too much tomorrow. We still need to activate 4 win lights.”

Angelle Sampey took the second area after her run of 6.807 at 198.64 on Friday, while Angie Smith enhanced to 3rd many thanks to her 6.816 at 200.77.

Making his NHRA racing launching, legendary driver as well as group proprietor Tony Stewart won the very first two rounds in removals in Top Alcohol Dragster. He will continue in semifinal activity on Sunday.

Eliminations for the NHRA Nevada Nationals start at 11 a.m. PT on Sunday at The Strip at Las Vegas Motor Speedway.

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LAS VEGAS– Sunday’s first-round pairings for removals for the 22nd annual NHRA Nevada Nationals at The Strip at Las Vegas Motor Speedway, the 21st of 22 events in the NHRA Camping World Drag Racing Series. Pairings based on results in qualifying, which finished Saturday. DNQs listed here pairings.

Leading Fuel– 1. Brittany Force, 3.665 seconds, 337.24 miles per hour vs. Bye; 2. Austin Prock, 3.685, 334.32 vs. 15. Cameron Ferre, 12.655, 57.36; 3. Justin Ashley, 3.686, 333.08 vs. 14. Clay Millican, 4.272, 198.17; 4. Tony Schumacher, 3.692, 327.43 vs. 13. Rob Passey, 4.032, 297.48; 5. Shawn Langdon, 3.696, 327.11 vs. 12. Krista Baldwin, 3.864, 319.90; 6. Mike Salinas, 3.697, 334.73 vs. 11. Leah Pruett, 3.716, 331.69; 7. Steve Torrence, 3.698, 332.92 vs. 10. Josh Hart, 3.714, 332.34; 8. Doug Kalitta, 3.708, 324.51 vs. 9. Antron Brown, 3.710, 330.47.

Funny Car– 1. Robert Hight, Chevy Camaro, 3.857, 331.77 vs. 16. Terry Haddock, Ford Mustang, 4.126, 266.16; 2. Matt Hagan, Dodge Charger, 3.862, 330.23 vs. 15. Steven Densham, Mustang, 4.040, 306.60; 3. Bob Tasca III, Mustang, 3.865, 330.80 vs. 14. Bobby Bode, Mustang, 3.948, 306.88; 4. J.R. Todd, Toyota Supra, 3.870, 333.33 vs. 13. Cruz Pedregon, Charger, 3.945, 318.77; 5. John Force, Camaro, 3.873, 324.28 vs. 12. Blake Alexander, Mustang, 3.944, 288.89; 6. Ron Capps, Supra, 3.889, 332.59 vs. 11. Jim Campbell, Charger, 3.944, 298.54; 7. Tim Wilkerson, Mustang, 3.912, 326.08 vs. 10. Chad Green, Mustang, 3.941, 321.19; 8. Alexis DeJoria, Supra, 3.917, 327.03 vs. 9. Paul Lee,

Charger, 3.933, 321.35.

Did Not Qualify: 17. Jeff Arend, 4.137, 310.77; 18. Jason Rupert, 4.192, 297.09; 19. Jeff Diehl, 4.553, 194.83.

Pro Stock– 1. Erica Enders, Chevy Camaro, 6.579, 208.75 vs. 16. Kenny Delco, Camaro, 6.654, 207.08; 2. Aaron Stanfield, Camaro, 6.580, 208.07 vs. 15. Fernando Cuadra, Ford Mustang, 6.649, 206.61; 3. Deric Kramer, Camaro, 6.585, 207.69 vs. 14. Chris McGaha, Camaro, 6.643, 206.13; 4. Kyle Koretsky, Camaro, 6.595, 205.98 vs. 13. Mason McGaha, Camaro, 6.639, 207.88; 5. Bo Butner, Camaro, 6.599, 208.14 vs. 12. Fernando Cuadra Jr., Mustang, 6.625, 206.73; 6. Troy Coughlin Jr., Camaro, 6.600, 207.40 vs. 11. Camrie Caruso, Camaro, 6.613, 207.69; 7. Cristian Cuadra, Mustang, 6.605, 207.30 vs. 10. Matt Hartford, Camaro, 6.611, 206.80; 8. Greg Anderson, Camaro, 6.606, 207.50 vs. 9. Dallas Glenn, Camaro, 6.610, 207.85.

Did Not Qualify: 17. Shane Tucker, 6.680, 205.69; 18. Alan Prusiensky, 6.680, 205.29.

Pro Stock Motorcycle– 1. Matt Smith, Buell, 6.785, 202.27 vs. 16. Katie Sullivan, Suzuki, 6.957, 193.52; 2. Angelle Sampey, Suzuki, 6.807, 198.64 vs. 15. Hector Arana Jr, Buell, 6.937, 196.87; 3. Angie Smith, EBR, 6.816, 200.77 vs. 14. Jianna Evaristo, Suzuki, 6.929, 194.86; 4. Steve Johnson, Suzuki, 6.819, 196.73 vs. 13. Ryan Oehler, EBR, 6.929, 194.86; 5. Jerry Savoie, Suzuki, 6.829, 198.00 vs. 12. Gaige Herrera, Suzuki, 6.908, 193.49; 6. Joey Gladstone, Suzuki, 6.836, 197.48 vs. 11. Karen Stoffer, Suzuki, 6.902, 195.82; 7. Eddie Krawiec, Suzuki, 6.846, 197.02 vs. 10. Chris Bostick, Suzuki, 6.890, 194.49; 8. Marc Ingwersen, EBR, 6.847, 196.39 vs. 9. Chip Ellis, EBR, 6.849, 197.68.

Did Not Qualify: 17. Freddie Camarena, 6.973, 193.96; 18. Kelly Clontz, 6.999, 193.57; 19. Michael Phillips, 7.166, 189.10; 20. Rick Newport, 11.553, 142.34.

Highlight Videos:

Tony Stewart

Mobil 1 Top Alcohol Dragster

5.293 seconds, 271.95 miles per hour

KEEP IN MIND: After making his NHRA competition launching in Las Vegas, motorsports legend Tony Stewart gathered his first round win on Saturday when he clocked a 5.293-second pass at 271.95 miles per hour to beat rival James Stevens in the opening round of removals of the NHRA Nevada Nationals. Stewart likewise won in the second round and also will certainly race in the semifinals on Sunday.

Brittany Force Top Fuel No. 1 Qualifier Flav-R-Pac/ Monster Energy Top Fuel Dragster 3.665 secs, 337.24 mph KEEP IN MIND: Brittany Force asserted her ninth No. 1 qualifier

of the season at the

NHRA Nevada Nationals when her 3.665-second pass

at 337.24 mph stayed atop the Top Fuel area.< iframe loading=”careless” title= “Brittany Force rockets to the

top at NHRA Nevada Nationals

“size =”960 “height=”540 “src= “https://www.youtube.com/embed/IWu7NAeFPI4?feature=oembed”frameborder =”0″permit=” accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture”allowfullscreen > Robert Hight Funny Car No. 1 Qualifier Car Club of Southern California Chevrolet Camaro SS 3.857 seconds, 331.77 miles per hour NOTE: Funny Car’s Robert Hight extended his factors bait Saturday when his 3.857-second pass at 331.77 mph stayed solid for the No. 1 qualifier area at the NHRA Nevada Nationals at The Strip at Las Vegas Motor Speedway.

Erica Enders

Pro Stock No. 1 Qualifier

Melling Performance/Elite Motorsports Chevrolet Camaro

6.579 seconds, 208.75 mph

KEEP IN MIND: Erica Enders extended her Pro Stock factors lead when she collected her sixth No. 1 qualifier of the period. Her 6.579-second pass at 208.75 was great enough for best of the category at the NHRA Nevada Nationals.

Matt Smith Pro Stock Motorcycle No. 1 Qualifier Denso Auto Parts Buell 6.785 seconds, 202.27 miles per hour KEEP IN MIND: Pro Stock Motorcycle rider Matt Smith secured his fifth No. 1 qualifier of the year when he clocked a 6.785-second lap at 202.27 mph to liquidate qualifying at the 22nd yearly NHRA Nevada Nationals at The Strip at Las Vegas Motor Speedway. That run broke both ends of the track record.

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A 1970s Jaguar screams affluence, but cars like the one I’m about to show you can now be picked up for a song. That fact grants endless possibilities for customization, even on a modest budget.

It’s not unheard of to find a ’70s or ’80s XJ for under a grand here in the US, but of course, any car that cheap will be in need of work. With some patience though, these older Jags can be a great platform for a unique build. Jacob Kravitz’ series one 1972 XJ6, AKA ‘Old English‘ is proof of that.

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Jacob’s Jaguar, a project he is completing with his dad, is very much a work in progress. But the goal has always been the same: to continually evolve the XJ6 until it’s the cleanest home garage-built car it can be.

That will take however long it takes, because there are no plans to ever sell it. There are already numerous neat details though, arguably the biggest of which is what’s now living under the XJ6’s long hood.

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These cars came with XK straight-six engines from factory, but this Jag now beats to the sound of an American drum – a small block Chevy-shaped one.

Jacob and his dad pulled this particular 350ci V8 from an ’85 Chevy truck, and it’s not only breathed new performance into the old Jag, but improved its reliability too. Then there’s the heartbeat – have a listen here.

Outside, the body remains original – right down to most of the 50-year-old paint – but it looks a whole lot tougher thanks to a suspension drop and a set of Pontiac Trans Am mesh wheels. Spacers are used to get the latter sitting just right.

Halo headlights are a polarizing modification, and I’m usually not a big fan. But something about the juxtaposition of vintage and modern together got me with this one.

Inside, a pair of custom-trimmed BMW E30 seats have been adapted to fit, and Jacob has also now built a custom dashboard with modern gauges.

‘Old English’ is truly a generational build featuring cues from both of its crafter’s eras. It’s also mixing old and new, and stately British and American muscle car aspects. That’s pretty cool.

Sara Ryan
Instagram: pockowokosara

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