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By NAPA
Ron Capps and the
link hidden, please login to view Funny Car team delivered a standout performance Sunday at the NHRA Winternationals at In-N-Out Burger Pomona Dragstrip, racing to the final round of the milestone 1,000th NHRA Funny Car event before a narrow loss to Matt Hagan. After qualifying No. 2, Capps ran a series of passes in the 3.80-second range, including low E.T. of the event, on the way to his 159th career final round. With the runner-up finish, Capps is now tied for the Funny Car points lead with Hagan following race three of the 20-race NHRA Mission Foods Drag Racing Series season.
Funny Car’s first qualifying session on Friday was a challenging one for Capps and his fellow competitors, but with Dean ‘Guido’ Antonelli turning the knobs, he charged to a 4.007-second pass at 314.17 mph in the second session. That was the third-quickest performance of the round, rewarding Capps with one championship bonus point and the provisional No. 3 position. By reaching the semifinals at the NHRA Arizona Nationals, which he ultimately won, Capps earned a spot in the Mission #2Fast2Tasty Challenge during Saturday qualifying. Capps left the line first against Paul Lee, but he started to lose traction and backed off the throttle. He then rebounded to a 3.919 E.T. at 330.88 mph in the final session to grab two more bonus points and climb up to the No. 2 position in the final qualifying order.
In the first round of eliminations on Sunday, Capps left the starting line ahead of young gun Dylan Winefsky, and though he lost traction, pedaled, dropped cylinders, and shut off early, he crossed the finish line first with a 4.977 E.T. Capps came back stronger in the quarterfinals, where he fired off low E.T. of the round, a 3.884-second pass at 332.34 mph, to defeat Alexis DeJoria. Capps and Antonelli lowered the boom yet again in the semifinals with a 3.863 E.T. at 330.31 mph – low E.T. of the event – to hold off rookie Jordan Vandergriff and his 3.889 E.T.
Following a quick turnaround to race under the lights in the 1,000th NHRA Funny Car final round, Capps lined up next to fellow multi-time world champion Matt Hagan for the 85th time in eliminations. The NAPA Auto Care machine moved off the starting line first, but Hagan pulled ahead at the finish line, with Capps recording a 3.893 E.T. at 334.32 mph to Hagan’s winning 3.876 E.T.
“You really couldn’t ask for a better final in a lot of different ways,” Capps said. “It was really mano a mano with both teams – ‘Stretch’ (Mike Knudsen, Hagan’s crew chief) and Guido and then Matt and me. I get up for racing Matt. He was a teammate of mine for a long time and I know how good he is. To me, that’s like a ‘Snake’ and ‘Jungle Jim’ race back in the day. You’ve got a great car, you get up there and you throw down, then you add the fact that it’s Pomona on a late Sunday night under the lights and the 1,000th win in Funny Car is on the line. There’s so many cool things about it. I’m bummed it didn’t go our way, but at the same time, we have a good hot rod, and we moved up in points. I’m just so proud of Guido and the guys.”
Capps will look to solidify the points lead at the next stop on the NHRA Mission Foods Series schedule, the NHRA 4-Wide Nationals, April 24-26, at zMAX Dragway in Concord, North Carolina.
Start / Finish: No. 2 / def. in final round
Points Standing / Total: No. 1 / 251 pts. (tied)
Next Race: April 24-26, NHRA 4-Wide Nationals, Concord, NC
How to Watch or Listen: FS1,
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By NAPA
Chase Elliott qualified 15th for Sunday’s NASCAR Cup Series race at Las Vegas Motor Speedway. He made steady progress in the first stage, ending it in the eighth position. Elliott followed that up with a ninth-place finish in the second stage. In the final stage, the 30-year-old driver spent most of it in the top five. Following a caution, he restarted from the second row and settled into third before making the pass for second with 34 laps to go. He closed the gap to the leader but ultimately ran out of time, taking the checkered flag in second. The runner-up result was Elliott’s second top-five finish of the season and tied his previous-best effort at the track. Elliott leaves Las Vegas fifth in the Cup Series points standings, 87 markers behind the leader. Chase Elliott and the No. 9
link hidden, please login to view team qualified 15th for Sunday’s NASCAR Cup Series race at Las Vegas Motor Speedway. Elliott’s No. 9 NAPA Auto Parts Chevrolet showed speed early in the 267-lap event. He battled for 10th in the opening laps before settling into 11th. Prior to making a scheduled green-flag pit stop, the 30-year-old driver reported that the No. 9 Chevy “could get a little snug at times in the center of turns one and two.” Elliott visited pit road on lap 34 for four fresh tires, fuel and an air-pressure adjustment. Once the field cycled through pit stops, Elliott was scored in the 10th position. He continued to gain ground, finishing stage one in eighth place and collecting three stage points.
Under the stage-ending caution, the No. 9 NAPA Auto Parts crew completed a fast pit stop for four tires and fuel, allowing Elliott to gain three positions on pit road. After a car ahead of him received a pit road penalty, Elliott started the second stage from row two on lap 89. He was in a four-car battle for the lead before settling into third. Elliott slipped to fourth prior to the start of green-flag pit stops. Crew chief Alan Gustafson called the Dawsonville, Georgia, native to pit road for fuel and four tires on lap 122. Unfortunately, there was an issue on the left rear that caused a long pit stop. Elliott lost some track position but was still scored inside the top 10 once pit stops for the field were complete. Elliott held strong in seventh before slipping to ninth to end the second stage.
During the stage break, Elliott relayed that he had “overbuilt the right rear just a little too much.” He visited pit road for four tires and fuel under the caution, gaining two positions. Elliott restarted seventh for the final stage on lap 173 and improved to fifth by lap 180. He was running in that same spot when a caution came out for an on-track incident on lap 212. The driver of the No. 9 NAPA Auto Parts Chevy reported that “it was building to a nice spot.” After pitting for fuel and four tires, he lined up fourth for the choose, restarting from the inside of row two with just 50 laps to go. He held strong, running in third before making a pass for the second position with 34 laps remaining. Elliott gained ground on the leader in the closing laps but ultimately ran out of time, taking the checkered flag in the runner-up position.
“I felt like our No. 9 NAPA Chevy was a little better there on the longer run,” Elliott said after the race. “I thought Denny (Hamlin, race leader) was starting to fall off, and I was just trying to be as tidy as I could and give myself an opportunity. We just came up a little bit short. But honestly, with where we’ve been to how we ran today, it was not even comparable. As bummed as I am, I have to check myself back to reality and understand how big of an improvement that was from past races (at Las Vegas Motor Speedway). Just proud of this team. It’s a lot of fun to be right there in the mix with those guys that have won a lot of races out here. Excited about that and hopefully we can keep building on it.”
Elliott is now fifth in the Cup Series points standings, 87 markers behind the leader.
Start / Finish: 15 / 2
Points Standing / Total: 5th / 168 pts. (-87)
Next Race: Sunday, March 22, Darlington Raceway
How to Watch or Listen: 3:00 p.m. ET on FS1, SiriusXM or MRN
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By Counterman
It’s a question – and answer of many factors. One to keep in mind is why this is a common question. It’s because decades ago, we always resurfaced rotors and only replaced them when they had been resurfaced too many times. Why did this concept change? Let’s start by looking at rotor resurfacing, a process typically referred to as “turning” the rotor. Turning is the general name of the machining process where a workpiece is rotated against a fixed cutting tool. In the case of a rotor, any surface irregularities, including any grooves formed from normal service and also any rust or pitting, can be removed by this machining process.
In addition to surface condition, rotors often suffer from different forms of distortion. Lateral runout is the side-to-side movement of a rotor, measured with a dial indicator while rotating it by hand. Parallelism is the thickness of a rotor measured at multiple spots around the circumference for comparison. When describing this to a customer, we generally use the basic term of “warped” rotor. These conditions will cause a vibration during braking, and, in some cases, just driving at higher speeds.
Either one can be caused by normal wear or by incorrect mounting or installation of the rotor and wheels. Customers know what it means to have a warped rotor because of the symptoms, but few of them care about the technical terminology or reasons. They just want it fixed. Turning a rotor will correct these problems as long as an underlying cause, such as incorrect rotor installation has been addressed.
Turning a rotor involves several steps, the first of which is measuring it to determine if it will still be above the minimum thickness afterward. In most cases, the minimum thickness is cast or stamped into the rotor, but often it’s rusty and difficult to find, so we generally must look up the specification in service information.
Typically, when you turn a rotor, you’re going to remove a total of about .015 in. to .020 in. (15 to 20 thousandths of an inch) of material. It may be less on a clean rotor, or more on a rusty, pitted or warped one. After measuring the thickness of the rotor and assessing the condition, you’ll know whether you’ve got plenty of material left to turn it, or whether it’ll be too thin when you’re done.
If you determine the rotor can be turned, the next step is to remove it from the car and mount it on the brake lathe. This is where the type of rotor, hubbed or hat, starts to become part of the equation. Hat rotors require a thorough cleaning and rust removal from the mounting surface to ensure they seat properly when mounting on the brake lathe spindle. The mounting surfaces for a hubbed rotor are the wheel bearing races, from which you can just wipe away the excess grease for quick and easy mounting.
When the turning is complete and you’ve taken a final measurement to ensure the rotor is still at or above minimum thickness, the next step is to put a non-directional finish on the brake rotor, which aids in proper break-in of the brake pads. The most popular method is to use an angle-grinder with a cleaning disc, and it literally only takes a few seconds per side.
The final step includes washing the rotor in a mild soap and water solution. Though not visible, small metal particles remain on the rotor after turning, and these particles will embed themselves in the pad and prevent an effective “break-in.” Washing the rotor removes these particles. Hubbed rotors will require removing all the old grease, since a wheel bearing clean and repack is a normal part of this service.
If this sounds like a lot of work, for a technician it quickly becomes routine and many of us enjoy the process, but it does take time, which plays another part in answering the question.
There was a time when the hum of a brake lathe was almost as constant as the ticking of the clock on the shop wall, but this was also primarily in the days of the hubbed rotor. Hubbed rotors, so-called because they were cast as a large one-piece unit consisting of the outer ring and an integrated center hub to house the wheel bearings, were big, heavy and expensive. But they lasted a long time, because they could be turned and reused multiple times before they were too thin to put back in service. The expectation of customers during this era was that their rotors would be “turned” during brake service. Even with the additional cost of labor, it was still far more expensive to replace them.
Hat rotors earned their name due to their similar look to a formal top hat. They have no integrated hub to locate wheel bearings. As the hat rotor slowly became the predominant rotor in use, many other changes were taking place in the automotive industry. New auto parts stores were opening up to meet the demands of the increasing number of cars on the road, and parts were being manufactured overseas. Price competition was high, and the more parts that were produced (hat rotors included,) the less expensive they became.
At the same time, technician salaries were increasing, and suddenly, the labor cost to turn rotors was increasing. Then, there was the process of turning the rotors. It can be done wrong as easily as it can be done right. Traditional hubbed rotors were very heavy, and as a result easier to turn because the weight inherently reduced vibration and mounting them on the lathe was easy and straightforward.
Two things kill a rotor when turning it. One, vibration, and two, incorrect mounting. Guess what? You probably figured this, hat rotors are lightweight, so it’s much more difficult to prevent vibration and they are commonly mounted incorrectly on the lathe. Most of this happens because of incorrect training, or simply a shop not having the proper lathe adapters, or both, but that subject can be reserved for a whole different article.
The trouble involved with turning hat rotors was sort of a nail in the coffin for the whole process. In today’s shops, you rarely hear the sound of a brake lathe. A good majority of the rotors that are scrapped could, in reality be turned and returned to service. But a new set of rotors is less expensive than the labor to resurface an old set (hubbed rotors being the exception). Factor in the reality that they quite possibly could be machined incorrectly causing a comeback, and it doesn’t make as much sense to turn them.
Replacing them is quicker, a shop makes money on the parts, technicians make more money on labor, and they can get onto the next job quicker. Techs and shops like these factors.
The bottom line is hubbed rotors are often the only ones we can justify resurfacing when you compare cost versus time. But your customer may not care about all these technicalities. They likely just want a quick answer about replacement. Here’s an easy approach: Due to the critical importance of breaking in new pads, which relies on the surface of the rotor, any time you are replacing pads, the rotors should be replaced as well, unless it makes economic sense to turn them. And, that’s the key. Economics. With any rotor problems, unless it makes economic sense to resurface, replacing them is the answer that most will choose.
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