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Frank Hawley's NHRA Drag Racing School Experience - Licensed For Thrill!
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| Chassis and body | Chassis Engineering | | Wheelbase | 106 inches | | Weight | 2,300 lbs | | Horsepower | 770 | | Camshaft | Crane Cams | | Carburetor | Demon | | Intake | Edelbrock | | Headers | Hedman | | Header coating | Jet Hot | | Ignition | MSD | | Electronics | K&R delay box | | Mufflers | Borla | | Transmission | BTE Powerglide | | Converter | BTE | | Shifter | Frame Works | | Gauges | AutoMeter | | Rearend, axles, brakes | Strange Engineering | | Rearend gears | Richmond, 4.10:1 & 4.56:1 (contingent on track) | | Wheels | Weld Racing front, Center Line rear | | Tires | Mickey Thompson 33x16.5x15 ET Drag | | Parachute | Chute Metal | | Harness | Impact | | Oil | Lucas | Regardless of your background, you're obviously at the school for a reason, whether it's to get familiar with drag racing firsthand, getting a refresher course, or for the opportunity to get feedback from the best. For those of you attempting to get your competition license, the thing to keep in mind is that the school is on a very strict schedule, meaning everyone will get the same number of passes. If you listen well, do everything as described, and show control of the vehicle, there's a good chance you will leave with the proper paperwork to obtain your license. However, simply attending the school is no guarantee you will get it. That said, if a certain run isn't signed off for whatever reason and you're adamant about getting licensed, then you'll appreciate that the school offers additional runs at the end of the session at a predetermined rate. At the end of the two-day seminar, I managed to leave the school as a better driver-and earned my NHRA competition license. While there were so many things I learned in a relatively short time, I will say that regardless of your background, leave your previous driving history and attitude at the door. There's a lot to learn and you'll want to put all of your efforts into paying attention and absorbing everything being said. More importantly, I've always understood the inherent dangers that come with our sport, but the program taught me to treat driving in a well-versed and extremely disciplined manner. When I get behind the wheel now, I have a preset regimen I go through, eliminating any fear of forgetting something and allowing me to completely concentrate on the light and focus on driving. Don't take my word for it-add this to your bucket list. Seriously, if the opportunity arises to attend Frank Hawley's Drag Racing School, I highly recommend it!  From the pilot's seat, the...  From the pilot's seat, the tach is there but not something we really focused on. The biggest concern is keeping an eye on the oil pressure and water temperature gauges. If the oil pressure drops, shut the motor down. If the temperature goes well above 200, shut it down and let it cool before firing it back up. Other than that, the blue button next to the shifter is the line lock, while the red button is the transbrake.  The first time you get in... The first time you get in the car you have to complete a cockpit orientation test as part of your NHRA competition license requirements. You are completely suited up and blindfolded (or eyes closed in this instance), and must point out on command where every control is located in the car and show that you know how to use them. As the manual explains, "at 150 mph you will be traveling at 220 feet per second." With that in mind, it makes perfect sense to be aware of your surroundings should you get into a predicament.  With the burnout complete,...  With the burnout complete, it was just a matter of backing up in idle past the third set of cones to the front wheels, all while keeping an eye on the groove and lining yourself up correctly. From there, protocol requires you to put the car in Park and keep both hands on the steering wheel. Once you're set, wait for Hawley's signal that you're OK to move forward. He suggests rolling up to the line slowly in one smooth motion while occasionally glancing to your left to see where you are in relation to the prestage beams.  After you're signaled to the...  After you're signaled to the burnout box, you want to center yourself through the water and stop at the first cone. From there, press the brake firmly with your left foot and bring the brake pressure up to 800 pounds. Once you're up to pressure, press and hold the line-lock button on the shifter. You can then let go of the brake pedal and stab the throttle to heat the tires up. Count off one second, then release the line-lock and drive through the burnout at wide-open throttle until the second cone. While you're slowing down, you'll want to shift into Neutral and apply the brakes softly to a stop. Believe it or not, this is actually where a lot of students end up having problems, which can cause them to repeat a run.  Stopping after lighting up...  Stopping after lighting up the first bulb (prestage) on the tree, locate the transbrake button, and creep up on the second bulb, which is where both upper bulbs are lit, normally signaling that you're ready to go. One thing Hawley said was my favorite: "This is the only time you'll ever be in full control of the tree. When you're ready, hold down the transbrake button and floor it." With the rpm holding steady at 3,000 on the brake, Hawley would let the tree go, and it's time to let go of the button and have some fun.  Once everyone has made it... Once everyone has made it down the strip, it's back to the classroom, where each pass is evaluated. During the first couple of runs, Hawley discussed in detail everything he noticed, giving suggestions on where to improve and explaining where you did well. What you feel in the car initially may not necessarily reflect how the car is reacting. It's great feedback, and the video doesn't lie. Later in the course, Hawley asked all the students what they thought of their pass first, then elaborated on their respective runs.
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