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Friday August 18th,
6pm-Midnight, US131 Motorsports Park, Martin, Michigan.
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Sunday November 13th, 2016
StreetCarDrags event at Palm Beach International Raceway .
Lamborghini’s vs Ferrari’s; ZL1’s vs Shelby’s; Challenger’s vs
Camaro’s; ZR1’s vs McLaren’s ..and much more. This event is held
only once a year, and racer spots sell out fast. We limit the number
of racers, so participants can have a full day racing. Also, this
year we will have a “call out” board set up at the base of the drag
tower so racers can challenge other racers to a friendly heads-up
WHERE: Palm Beach International
17047 Bee Line
Date: Sunday November 13th, 2016
Time: 9:00am – 5:00pm
email us at: firstname.lastname@example.org for
FRANK JOHN BREAKS 200 mph
Record Setting in Maine:
After participating in the July "Maine Event" at the old Loring Air
Force Base, I returned over Labor Day weekend for the final LTA land
speed racing "Harvest Event" of the year. This was with my 2004
Suzuki Hayabusa conversion which uses a Remy HVH250 motor, Rinehart
Motion Systems PM100DX controller and Lonestar "Sleeper" cells. I
had collected enough data in July to know that 200 mph was possible and
I formulated a plan to try to achieve that. Max power can't change
much so I focused on improving aerodynamics.
I had raced in July
with the bike in totally street trim (mirrors are removed per rules)
including a double-bubble windscreen and cut-down seat. I replaced
these with the stock items per recommendations from other 'Busa racers.
I also moved the stock "clip-on" style handlebars inboard as much as
possible and kept the replacement front fender (permissible in virtually
all racing organizations' rules). I refabricated my top cover
(where the gas tank would normally be) to make it a bit narrower which
would keep my knees out of the wind more, and finished up by taping over
seams in the bodywork. The only mechanical change I made was
gearing down a couple of teeth (up numerically) to try to reach top
My wife Shari and I drove to the track on Thursday
afternoon and we helped finish setup Friday morning. Racing
started Friday afternoon and I made one 165 mph pass as a shakedown run.
I experimented a bit with riding positions on this pass: everyone has
opinions about what works best! I decided to focus on remaining as
comfortable as possible without sliding back too far; this worked for me
in July and I felt this was safest.
Saturday had a noticeable
headwind coming pretty much straight down the track. I worked
Timing until noon then got relieved so I could make some runs. The
LTA times at both the 1.0 mile and 1.5 mile and I ran a 191.3/196.4 mph
on the first pass. I recharged and went out again an hour or so
later and ran 195.3/199.8 mph into the same wind. The difference
was that the warmer pack yielded higher power.
On Sunday morning
I was preparing to start up Timing (my usual volunteer position) but we
had extra help so I was encouraged to suit up. There wasn't much
wind and it was warming up, turning into a real nice day. I made a
pass then drove the 2.5 miles back to the pits where I hooked up the
charger, then radioed Shari to ask my approximate speeds (she was
helping out at Timing). When she came back with "199 and 205" I
just about flipped. I knew it was a good pass but I wasn't
expecting that! The mile speed was actually 199.856 which I'm told
had everyone at the start line groaning after it was announced.
After recharging I made my final pass recording speeds of
201.645/206.847 mph. I knew it was a good pass: the bike performed
flawlessly and I concentrated on staying "under the paint" as much as
possible. I think that with another gearing change that I can
improve the mile speed but there's not much left in it after that
without changing to streamlined "land speed" bodywork. That's
something that I'll have to think about over the winter. Going
that fast is both exciting and scary at the same time. The track
is smooth and well-marked, and proper speed-rated sport-bike tires
provide confidence but there's always the element of uncertainty.
Going fast is definitely a rush though.
The equipment I use is
outstanding. The Remy/Rinehart combination seems to be
bullet-proof and the Sleeper cells typically stayed within .015V of each
other all weekend. They obviously give good power. As far as
I can determine this is the first time a street-legal EV with stock
bodywork has gone 200 mph in the standing start mile.
Tulsa Raceway Park
On the 29th and 30th of July, Tulsa Raceway
Park hosted another fine Test and Tune (TnT) and the Professional
Motorcycle Racing Association (PMRA) event. NEDRA members on hand were
George, Terry, and Tommy at the TnT event, with Terry waiting about a
year to test his updated Shock Therapy Drag Cart and Tommy to test the
DMC-B bike before racing on Saturday. Terry was able to make several
test hits and his best 1/8 mi pass was 7.04
@ 91 before part of his battery pack went up in smoke. The good thing
was his motors showed no sign of destruction so he will be back before
the end of the racing season. Tommy's bike powered over to tech and
back, but upon the time to go to the starting line, a fault error
preventing the main relay to engage on the Zilla. After several checks,
the error code 1131 (precharge circuit) would not go away so back to
the trailer it went. The
good thing was another hairball was available on another school project
and that evening it was changed out and work correctly. In the mean
time it had rained most of the night into the morning and races were
delayed 2 hours. With only one qualifying pass available, Tommy turned
a 11.4s @ 115 MPH with the rear tire only getting traction after the
100' mark. A guess for the ET posting time should be close to 11.0 so
that is what he went with. Turns out in the 1st race he ran a 11.02s @
119 MPH, but slept at the light and narrowly lost
to a 9.56 sec Supper Gas bike on
a 9.45 dial in. He is still chattering the tire on a 1kA zilla,
so next time he will take tire pressure to 6.5
to 7lb in order to get it into the 10s. The rebuilt motors ran great,
with several modifications to
prevent arching and new Helwig brushes.
Frank John report:
I attended the LSR "Maine
Event" up at the old Loring Air Force Base in Limestone, ME last week.
Event management was trying a new format (5-day event) to give
interested participants more opportunity to explore the top speed limits
of their machinery. Other venues are at risk: Wilmington, OH is on
an event-by-event basis as they are losing access to their runway.
Bonneville has not had much going on the last two years due to poor salt
conditions and rain, but is looking better this year. Some teams
used this event as a test-and-tune (hoping conditions at Bonneville hold
up). There were about 80 teams: this event is one of the more
lightly attended and it's no overstatement to say that you can
(literally) make as many runs as you want. Some competitors made
more than 30 runs! Working a longer event is harder on volunteer
staff but the event was more structured in order to allow a bit more
downtime (ex. scheduled lunch time most days).
Loring is probably
the premier site for standing start LSR racing due to its length.
Timing is done at 1.0 and 1.5 miles and there is about .9 miles to slow
down (not including another 1000' of rough abrasion asphalt followed by
an uphill field before coming to a fence). I've only ever seen one
vehicle in the field (a streamliner that suffered a parachute failure
this past May). The fastest speed on pavement in the 1.5 mile was
recorded there in 2011 by Bill Warner (311.945 mph). Going fast is
fun but you have to be able to stop.
I brought up my street
conversion (E-Busa), a 2004 Suzuki Hayabusa. It uses a Remy
permanent magnet motor and Rinehart Motion Systems controller, fed by a
96S4P pack of Lonestar Sleeper cells. Weight is about the same as
stock and the first gen Hayabusa is known for good aerodynamics. I
knew the combination had good potential but wasn't sure what to expect.
I chose gearing based on theoretical data and it turns out I wasn't off
by much, but in this world, a single tooth difference in a sprocket can
I'm fortunate enough to be part of the team that runs
the event and I was happy to plan on only a single run each day. I
had ridden the bike before in 2014 to 140 mph with different running
gear and knew it was a stable platform. On Wednesday I made a
siting pass around 125 mph to make sure everything worked properly.
On Thursday my goal was to run 150 in order to move up to the next
license level. I had trouble seeing the GPS speedometer because of
my tuck position and glasses (out of focus!), I knew I was a bit faster
than planned but didn't know I was doing 170 mph. There was a
strong gusting crosswind on Friday and for the first time ever we
stopped the event for a couple of hours until things stabilized. I
chose to wait until Saturday. With more volunteers learning how
the Timing system works I had more flexibility and would be able to make
a couple of runs.
I went out Saturday morning and made a pass
into a headwind to the mile (187 mph) then coasted through the 1.5 mile
lights. The whole time I was getting data: regular battery
parameters but also temperature of various components. Satisfied
that everything was working as planned I charged up and made a full-bore
pass into the same headwind. I had the same 1.0 mile speed but was
pleasantly surprised to see I had registered a 195 mph at the 1.5 mile,
which was more than I had expected. I suddenly realized that I
might have a chance at getting into the "2 Club".
I had been
charging to 4.15 volts per cell but decided to increase that to 4.20 on
Sunday. The extra 5 mph takes about 7.5% more power at those
speeds and I was hoping the extra voltage would help. There was
absolutely no wind and I ran 192.0 and 198.4 at the 1.0 and 1.5 miles,
respectively, but I knew there wasn't much more to be had. I
charged again, balancing quickly to within 10 mV and went out, knowing
the batteries were a bit warmer. I ran essentially the same times
(191.9 and 198.8) but it was clear that extra little bit was not to be
had. My tuck was very good and I even taped the overlap between my
leathers and boots.
The fastest sit-on electric motorcycle in the
standing start mile (that I know about) is a Lightning, ridden to 206 by
Jim Hoogerhyde last summer at Mohave, but that machine was specially
prepared and wearing streamliner bodywork with an aerodynamic tailpiece.
Initial analysis of my data has shown me that I can make some changes
that should result in slightly higher speeds: I hope to find out at the
next event in September.
Fastest bike at the event was a turbo
ZX-12 ridden by Scott Davis to a blistering 266. The fastest ever
nitrous only run was made by Ransom Holbrook at 252. There were
lots of fast cars, a Charger ran 244 and there were quite a few others
exceeding 200 mph. Not everybody is into big speeds; a lot of
folks enjoy running older machinery and were quite happy with small
improvements. One of the things I like about this aspect of the
sport is that there's a place for everybody and everything. The
LTA has adopted NEDRA rules and voltage classes with electric
conversions being seen as another engine class. There are lots of
open records for EV's and I keep hoping more people with production EV's
will attend and get their name in the record book.
NEDRA Northeast Rep. and Loring Timing Association
about EV racing...Page 22
NEDRA Points Championship Series for 2016 is here.
New for 2016 are better trophies! More prizes! Cars and motorcycles are
now in separate series.
There is now $1250 in prise money for this years winner. See the NPCS RULES PAGE
to register and for details to take part in the series.
Good Luck and hot and sticky
tires for all!
NEDRA Competition Director
Lonestar EV Racing Team went to the track again and finally took down a
long standing record held by Dennis Berube. The 1/8th mile DR/A3 record
was barely inched out by two runs one at 5.09 and another at 4.94 139mph.
The car called "Panic in Detroit" was piloted by John Metric and the team
includes Nathan Metric, Adam Clark, Keith Howard, Kevin Douglass and many
adding 40% more battery and making some weight distribution adjustments
before he takes on Don Garlits for the 1/4 mile record. He currently makes
about 1200BHP from his Lonestar EV Performance "Sleeper Cells" and
2250ftlbs torque from his array of Netgain Warp9 motors and Manzanita
Micro Zilla controllers. John was surprised to find that the 1/8th mile
record had never been advanced since Dennis's run, which goes to show you
there are a lot of opportunities to set world records at NEDRA.
Tesla Model S P90D Ludicrous runs 11.2 @ 118.4 MPH
* *2017 RACING SCHEDULE*
Go to the
page for detail
* * * 2017 TRADE SHOWS
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Performance Racing Industry Trade Show
Dec. 7-9th Booth# 7083
More to come!
Download the New
October 3, 2014
MotorWeek | Over the Edge: EV Drag Racing features NEDRA President John Metric and his Miata, Assault and Battery.
Watch the Video
December 2, 2013
CBS Evening News featuring NEDRA President John Metric and his Miata, Assault and Battery.
November 5, 2013
Top Gear featuring the Lawless dragster and S-10 and Miramar HS Porsche 944.
October 16, 2013
NOVA PBS "Making Stuff Faster" featuring John Wayland's White Zombie
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