SCORE Journal - The Official Publication of SCORE Off-Road Racing
Issue link: https://read.uberflip.com/i/572278
today's SCORE Class 1/2-1600. While these vehicles dominated early in SCORE's racing history, the lack of available parts has made 1/2- 1600 vehicle entries dwindle in recent years. Anyone into off- road racing, either as a fan or a competitor, is aware how far the sport has advanced in regards to engine and suspension technologies. Today's race classes are filled with exotic high-performance vehicles that are digitally engineered and programmed to fly across the desert with stronger engines and better suspension systems. By comparison, Class 1/2-1600 is "old-school," but that hasn't deterred those hardcore racers who love the class, simply because they get to compete with some of the best drivers in desert racing. A Driver's Class It definitely takes skill to maneuver an 80 horsepower buggy across difficult terrain. That's why drivers like Rob MacCachren, Luke McMillin, Cameron Steele, and others honed their skills piloting 1/2- 1600 vehicles and continued to drive them, even after their move to faster-unlimited classes. For example, at the 2001 and 2004 SCORE Baja 1000 races, MacCachren drove a 1/2 1600 to the podium in these two races. Although, MacCachren was already a desert master from his time racing Class-8 with the Ford Rough Riders, he didn't hesitate to run 1/2-1600 when that fit into his plans. In 2003, Cameron Steele won the SCORE Baja 1000 in the class, and Luke McMillin won this class during the 2011 Baja 1000. While the class has been a springboard for some, for others, the 1/2-1600 class is viewed as a hardcore driver's class. Some veteran racers like Rob Archibald, who drives Class-1 and won the 2015 SCORE San Felipe 250 without even pre-running the course loves the competition that the 1/2-1600 Class can deliver. "Guys like Luke McMillin, Steven Eugenio, and Justin Smith are just some of the great drivers that started racing 1/2-1600," says Archibald. "I still race in 1/2- 1600 and enjoy the competition. It's a closely knit group of guys who love to compete against each other and win." Although veteran drivers still like to compete in 1/2-1600, the differences between driving these vehicles compared to a Class-10 or Class-1 is very different, as the vehicle is limited in engine and suspension, specified in the SCORE rule book. "You have to remember that the rules for these vehicles haven't changed in almost 30 years," says John Cooley, owner of Alumi Craft Race Cars. "These vehicles still use leaf springs and torsion bars that limit suspension travel. Those parts are also difficult to find and expensive to replace if they get broken." This fact alone may cause some drivers to be more cautious when piloting a 1/2- 1600 car, but experienced drivers know how to push these vehicles to the extreme. "In an unlimited car, a guy can get away into clean air," says Archibald. "In the 1/2-1600 Class, it doesn't really happen like that. There's almost always someone in front. You also have to carry momentum through rough turns and carry your speed. It's very much a driver's class. Unlimited Trophy Trucks and Class-1 vehicles take a heck of a lot of effort do drive too. In fact, I enjoy driving Class-1, better than 1600. But the 1/2-1600 Class with good competition, 35-40 cars, is pretty cool because you're putting yourself driver to driver." Aside from changing driving tactics because of the vehicle's size and power, the suspension limits are also a factor which drivers need to overcome. "One of the great challenges of the 1600 class, is that these cars reach speeds between 75-85 mph. So they are fast but limited on the suspension travel," says Hank Winters of Fat Performance Racing Engines. "We get around 19-inches of rear wheel travel on our 1600, but we can only accomplish about 8-10-inches in the front. This is where the challenges lie. We do a lot of testing in hopes of finding the best combinations which will keep us competitive. The ride is not horrible, but it is no Trophy Truck." Among the drivers who are experienced driving long wheel travel race cars, Winter's observations are unanimous. Yet these same drivers have different views of the actual ride 079 SCORE JOURNAL