SNORE Dusty Times 250 Race Report

This weekend has been awesome! We met Ted, Nick and Bill Moncure at the pits with Chris Livingston. After registration at the Knotty Pines Bar/Casino... I use the term casino very loosely, we got the truck through tech in less than an hour. I was hoping for a bigger Contingency Parade/Vendor Row, but what can you do. Shortly after, we had lasagna around a camp fire and shot the bull. Ted Moncure is the Product Development Manager for TRD. He actually designed the 4.0 Supercharger that we just installed on Ed Berrera's FJCruiser. Nick is the national sales manager for MBRP exhaust. Looks like Krawltex will be able to offer some great deals on both those product lines.

So in the morning, I hopped behind the wheel with Chris Livingston as my co-driver. He was a pro and eventually took over shifting as well as navigating for me. Unfortunately, we did not pre-run so we had to run about 70% to capture the course for everyone else. Luckily, SNORE did an incredible job marking the course with orange arrows. I slow paced it in the beginning to get a feel of the car. The steering has a 2:1 quick steer box and the brake bias had been set up for Baja, with more brake to the rear allowing the ass to slide. Unfortunately, I blew a turn and got the truck buried to the axle in a silt bed... avoiding the tree on my left and the ranch gate on the right. We dug for a while, then a back hoe came to our rescue. On we went, wasting about 15 minutes. When we hit the third water crossing, everything got soaked. Chris managed to turn the squelch down on the PA system and we motored through. The fourth water crossing was deeper, probably up to the rocker. This in turn soaked the ignition, but it cleared up after 10 miles of limping. Once I got a little more familiar with the steering in the twisty, technical section we opened it up and let her run.

The car sounds great with the Bassani exhaust. The rpms were solid all the way to the 6000 red line. The BFG Projects were unstoppable, besides my little driver error stuckage. 75 was fast as I felt comfortable taking the car. Later I would learn about the brake bias, which would have let me control it better on the high speed sweepers and rollers. But no big deal. Chris and I were still getting to trust each other, and I was just trying to cleanly finish my lap without wadding the car up. SNORE put on a great race with at least 40 miles of continuous high speed sections. A class 1 was on our ass and tried to take us for a ride, despite me pulling over. But such is racing. Like most hot head 1 car drivers, I don't think he finished.

After the first fire road section, it was a twisty section around a mountain top, through the trees, and on top of a mesa where one could stare all around the mountain valley... at 70 mph. Parts of it were very similar to rally racing terrain. But it also reminds me of the area around Mike's Sky Ranch in Baja. The view was incredible. We got through that section and then the last high speed. Some where amidst all of this, Chris and I were able to fall in to second place. The last 5 miles were absolute hell on a rookie driver. It started with a 1/4 mile of knee high whoops, followed by the next section of uphill whoops in a silt bed. I was able to feather the throttle and get us through it. By the way, the Toyota is 2wd. If you have ever heard of the infamous goat trail in Mexico, that's what the next section was similar to. Loose, rocky and off camper like a Jeep trail. I took the Toyota up and down the back bone of a mountain. The trail was a truck width. If you fell off the side, it would be a very bad day. At the bottom of the hill was the entrance to the pits.

I hopped out and Nick took the wheel with Ted (our Ted) as co-driver. Lap 2, they ripped it. Nick set up the brake bias, they were able to bypass a section of the water crossing, and they could fly now having GPS data. Of course, driver experience certainly helped. They were able to close the 15 minute gap between us and first place by the time they were charging down the main hill in to the pits.

Lap 3 was a driver change, no fuel. Ted Moncure hopped in the driver's seat and I took the other. We got through the first silt bed that had by now, been knocked way down from all the trophy trucks and 1 cars. At the fourth water crossing, we completely shorted the communications. We could talk to each other, but couldn't relay back to the pits. In the midle of all this, we let a truck pass. As soon as we did, we realized that was first in our class. Out of the pits, we had the hole shot but weren't aware of it. We were going to spend lap 3 realing him in. I looked over at Ted and said, "Well, I guess now we have a race." It was catch up time. We road his ass for the next 60 miles, eating a dust cloud you couldn't see the end of your hood through. Luckily, I had driven the course before. We were definitely using the force and the GPS blindly, through some of the turns. When we got to the high speed section, we made our move on the Ranger with the Icelinger race motor. It was wide open head to head. We road his bumper blaring on the horn. He blocked for several miles. We tried to pass on the high left several times until the road narrowed just to two car lengths wide. So we took him for a ride. Never bumped somebody at 75 mph, but it was text book. Ted knocked the Ranger's driver rear bed side with the front passenger corner of the Tacoma. Fiberglass and our head light went every where. It must have rattled his cage, because when we finished the race 20 miles later, the Ranger was 10 minutes behind us.

Krawltex Motorsports and Long Beach Racers won the Dusty Times 250 in Class 7S

Cam

We are impressed how well a little article in the local newspaper can do for business. Thanks again to Joseph and Community Impact! Chris Cook joined us again on Monday. It is amazing how one person can help the morale, output, and quality of a shop. We are very glad to have him back on the Krawltex team!

Krawltex got a few new toys. Jeremy came up with a "walkie" style Forklift. 4 steel I-beam rack systems are coming in on Saturday so we can keep DOM tubing and various plate steel in stock for the customers' projects. The shop got a second 10K Challenger truck lift on Tuesday. In addition to those upgrades, we purchased two Miller 252 digital 220V MIG welders and a Miller Dynasty 200 TIG welder. Let the fabrication continue!

It has been a zoo around here. Ed's Cruiser received a TRD supercharger a couple weeks ago. This week we installed a Roger Brown 1.25 body lift and have reworked the bumper mounts on the Fab Fours pieces to relocate them up. We are in the works of getting URD's smaller pulley, fuel management system, 7th injector, 02 simulaters, Doug Thorley long tube headers, hand building an exhaust, and reworking the factory cross members to run a completely flat belly pan from the motor back to the rear suspension.

Matt and Ted have been plumbing on board air, fuel/brake lines, and wiring on the 12V. Chris' tube work looks great on the freshly powder coated front bumper. She should be buttoned up today or mid tomorrow, just in time for Jake's arrival.

I boxed the front truss on Al's D60 for the CJ buggy, as well as tied the rear cage in to the frame and cleaned up some rear tube work. Ted wired in a dual pole switch to operate the front winch inside the cab. Matt swapped in an 8.8 on Matt Jonson's TJ. Tomorrow he will replace the leaking pinion and rear main seals. Chris is also in the process of stripping the rear D60, rebuilding the brakes and wheel bearings in preparation of the link suspension on Matt's 5.3L CJ7 project.

The shop ranger that has been in the works received some Glassworks front fenders, bent I-beams, and some Krawltex built long travel radius arms with 1 1/4" heims. As soon as the diesel sells... 35's, rear glass and possibly front coil overs in place of those Eibach coil springs.

A slew of Strand vans have been in here. We have done everything from minor brake and fluid changes to a transmission swap and complete AC system over haul. It's great to have some line work in the monthly schedule! Now if I can only convince them to do a long travel suspension upgrade on their cargo vans...

It has also been a week of leveling kits. Landon's suburban and Kevin's 2010 Dodge now sit 2" taller. Eric's TJ has a rear drive shaft and working AC. Stephen's WJ knuckles are reamed and ready for a 1 ton steering. JR's CJ7 has a new fuel pump and runs like a top after its tune up. Dave's sidekick has a working throttle cable and an exhaust system that doesn't leak. Grady's brakes actually stop his 2500 diesel.

On the books for the next few weeks... linking the front and rear of Mack's CJ7, as well as a full interior cage and 5.3L/4L60/241 swap, AW4 auto swaps in Chris' TJ and possibly Patrick's new Jeep, finishing the SAS in Eric and Andrew's Tahoe, a bunch of prep and repair work on Bomshell 5099 for the June Odessa 250 race, and along with the future engine upgrades to Ed's FJcruiser will be a full interior cage with satellite internet/phone/lights/communication equipment and a dash mounted Ipad.

I almost forgot to re-mention that Ted and I are driving Long Beach Racers Class7SX next weekend in the SNORE Dusty Times 250 race. If it performs well and we like the truck, it's coming back to Texas and living at Krawltex under Bombshell Racing!

Here is the link to our Community Impact Newspaper article. Many thanks to Joseph Deleon for featuring us!


http://impactnews.com/leander-cedar-park/107-business-profiles/7884-krawltex-motorsports-cedar-park

Guess it has been quite a while since there has been a shop update. It’s amazing how busy we can get around here, but our momentum has increased a good bit. Joseph DeLeon from the Community Impact Newspaper has featured Krawltex in this month’s Cedar Park/Leander edition. If you have a residence in either of these cities, check your mail box this Friday! There is a full story on how we started, where we are now, and what we have cooked up for the future. As well as the print copy, you can view an online profile with video interview and a pictorial slide show of some current projects. This will also be live this Friday. As far as the daily grind goes, well… we are swamped as usual. Chris Cook returns on Monday to help strengthen our team in the fabrication side. Krawltex looks forward to welcoming him back!

Since our last update, a ton of projects have passed through these doors. Ted and Matt got the rebuilt Inchworm t-case back in to Ed’s FJcruiser. Somewhere along the way, a TRD supercharger ended up on top of that motor and she runs very well. Gerardo’s 05 Tacoma received a 6” Procomp lift as well as some 35” BFG’s. Alec’s Discovery has a new rear side window. Jason’s LJ has a brand new CV driveshaft and SYE kit, with a 4wd shifter that doesn’t bind. Eli’s monster YJ is back on the road courtesy of a PSC ultimate hydro assist kit with a new box, pump, Moog ball joints and new wheel bearings. The 12V sliders came back from powdercoat and now the exhaust has been reinstalled. The 5.3L and 4l60E are mocked in place of Mack’s CJ7. Eric and Andrew’s Dodge AAM front axle is trussed and ready to be linked in their Tahoe as soon as the passenger side frame rail is notched and plated to match its twin. Jared’s YJ now has a body lift to complement the suspension, and tuck his 35’s under the wheel wells.

On the repair side of things, there have been several Strand vans receiving tune ups, brakes, and hub bearings. Jack’s Grand Cherokee now has a cold AC system and new CV shafts. There are zero exhaust leaks on Dave’s Sidekick. JB’s Yaris and Sequoia have fresh oil. The brakes on Grady’s Cummins are no longer metal on metal.

In the evenings, Ted and I have been revamping his YJ for the Bryan MOROC event. We removed the rear tub, boat sided the frame rails, and built a trophy truck inspired Baja cage. Seats and fuel cell are mounted. The dash, wiring, steering column, front coil overs, links, and full hydro steering are still on the chopping block. We may not make the dead line.

Currently, Matt is finishing details on the 12v’s rear bumper for powder coat. Ted is also on the diesel suburban, finishing all of the interior gauge wiring. Jake should be arriving very soon, as well as the King reservoir shocks! JR’s CJ7 is getting a new fuel pump and fresh oil. Hal’s Suburban will have some new brakes. Al’s CJ5 comp buggy will get some front axle plating, rear tube work, and winch wiring. The Tahoe will be on its front suspension by the end of next week. Hopefully we’ll be able to have the Chevy drive train and cooling system mounted in the Jeep. Krawltex will link/coil over the full width axles and build the interior cage for Mack. And in three weeks, we will cage Patrick’s Rubicon.

And then there is also the class 7 race truck that might have a new home in Texas… but I don’t want to spill any more info until Ted and I test race it in the SNORE Dusty Times 250 this May.

Sweetwater 180 Race Report

So Krawltex got the car on Wednesday at 5PM. I had to tow that car from south Austin during rush hour traffic in the rain. As soon as it was in the shop, it was a team effort to wipe all of the water off the bare chromoly chassis. The front end has received new lower arms, beam bushings, a new Kingpin style knuckle with King Kong bearings and rebuilt Wilwood calipers. All of this had been swapped over during the 6 months it has been down since the last race at Sweetwater, a few days before my last birthday. I say 6 months but in reality, the guys at Trick Racing that built the front end did not get us all the correct parts until 2 weeks ago. I'm still bitter in case you were wondering.

So the raw fiberglass panels come off. We did a preliminary once over on the car, noting hoses that need to be moved, bolts that need retorquing, steering arms that needed adjustment, and a whole bunch of other loose ends. Matt and Ted took care of wiring issues and gauges. I began the red and black base coats using only the best... Rustoleum 500 degree red engine paint and gloss black in cans. The next day, we topped off fluids. Matt taped the flames and I pin striped the lid. Ted built the Soltek HID mounts on the mirror brackets and added a new switch.

7AM came too early. We were suppose to leave by 6:30 but I slept through my alarm. After breakfast at the Country Kitchen in Lampassas, we headed to Bronte. We checked in, set up base camp and got the car teched... it was time for pre-running. As mentioned before, the entire front end is new on the car with zero break in miles. Dave and I did a few short 2 mile rips around the pit area. He had previously messed a rotator cup in his shoulder and got out after confirming the front suspension wasn't going to fail.

His brother Dwayne and I took it for a full loop of pre-running. I have driven that car and co-driven probably more than anyone on our team. After doing the entire 36 mile loop, I was really concerned the new bushings were too tight to let the front arms react quickly as they should and the suspension to dampen the way it should. There had never been a stretch of a course where I was physically sore in that car, but this was it. Previously, one person could pull up on the front nerf bar and nearly decompress the suspension by hand. At this point, it wouldn't budge. This made the geometry transfer every compression load to the rear and make the back end hit way harder than it should. At that rate driving at a race pace, I wouldn't be able to endure more than two laps, driving or co-driving.

We brought the car in and did some suspension tweaks. The panels came back on and the in cab fire extinguisher finally got moved in the right spot. We weren't sure what would happen, but decided to call it a night. We didn't want to break the car pre-running it in the dark only to fix it at the pit without an enclosed trailer this time. So we put all of our eggs in a basket and waited to see it through the race.

This morning, Charles co drove for Dwayne the first lap. There was a lot of traffic, including a herd of buffalo that were all over the race course. But Duane did his best to keep a level head and get a good feel for the course. At this point, the suspension was still very stiff and you couldn't break the rear end loose around turns. Lap 1 was 1 hour, 7 minutes. We topped it off with 111 leaded race fuel after the first lap. Ted would belt out navigation for the next two laps, passing many cars and closing the gap on our time. We got the radio to work again and his calling out race mile markers gave us a ton of info about pacing and tempo. Lap 3 was down to an hour and 2 minutes.

I hopped in to co-drive the last two laps after a 10 gallon fuel dump. After the first 2 miles I could tell the suspension had started to break in. The car isn't as plush as it formerly was, but when the two laps were done I could tell it was very close. I could certainly have sat in that car another 100 miles and been fine. In the middle of my first lap, a moose ran across our path. Another 4 yards and it would have messed the buggy up pretty badly. Duane was quite fatigued on lap 4. After talking about concentration and what our options were, such as a driver change... he rallied and got a second wind. We tidied up the few wild turns we had previously done and finished the final leg of the race at a whopping 58 minutes. To give you an idea, the $300K class 1 unlimited buggy's fastest lap was 53 minutes.

We couldn't be more happy with our successful finish. Another good weekend of driving and that front end will be completely broken in. The car should be way more responsive and "flickable" in the turns. So how did we do? We won first place out of the four class 5 vehicles. By almost 20 minutes. We finished 4th out of all the 4 cylinders, and 7th overall. Cheers to all of Krawltex and Bombshell Racing! Congrats to my friends with Hooters Desert Racing. They were a bit quicker than us in their 16-2 car finishing third out of the 4 cylinder division and first in their class.

Krawltex will be closed Friday, March 26th to race the Sweetwater 200 desert race. We will return to normal shop hours on Monday. We apologize for any inconvenience.

race car's fresh paint