Luke Bogacki Clinches 2013 NHRA Lucas Oil Super Comp National Championship

Luke Bogacki is still trying to convince himself it’s real. He’s done the math, and he knows that he’s clinched the 2013 NHRA Lucas Oil Super Comp championship. His friends have offered congratulations. NHRA officials have called to confirm that he will represent them as their champion. He wants to believe it, but the gravity of it all just isn’t sinking in.

Growing up in a racing family, he’s dreamed of this moment for as long as he can remember. And he’s come close before, painfully close, to realizing that dream. In 2010 he triumphantly won his final Super Comp event to take the national lead on a tie-breaker; only to watch Gary Stinnett overtake him by less than one round at the final Lucas Oil Series event of the season. Just last year, Bogacki made the trek from his Southern Illinois home to Las Vegas, NV in pursuit of the crown. There, he needed to make the final round of the event to win the title, but fell a few rounds short of eventual champion Alan Kenny.

“I don’t know how many sheets of paper I’ve wasted since September scribbling out who had a chance to catch me and what they had to do,” laughed Bogacki, who has led the national standings since late June. “Between NHRA and IHRA I think I’ve displayed every top 10 number except the one everyone wants. After a while you get conditioned to thinking it’s just not meant to be. I kept watching the standings and waiting for someone to get hot and pull the rug out from under me.”
Racers did get hot. Ray Miller III made a strong run at the title, but will likely finish 2nd. Kyle Cultrera enjoyed a stellar season and made the battle for the title interesting deep into October, but Bogacki’s 676 point score; likely the highest of any sportsman competitor this season, proved too much to overcome.

Bogacki started his season inauspiciously, with back-to-back first round losses at the NHRA Winternationals in Pomona, CA and Arizona Nationals in Phoenix, AZ. He salvaged his trip to the west coast with a pair of solid divisional performances: a runner-up finish at the Phoenix Lucas Oil Drag Racing Series event, and a fourth round loss in Las Vegas (where he also won Super Gas). He then took 2 months away from the tour surrounding the birth of his firstborn son, Gary. When he hit the road again in late May, the new father caught fire.

Following a third round defeat at the Atlanta Lucas Oil Division Series event, Luke drove to his first Super Comp victory of the season in early June at Chicago’s Route 66 Raceway. A week later, he took runner-up honors at the LODRS event in Cordova, IL. He entered the Summit Racing Equipment Nationals in Norwalk, OH as the points leader, and won that event to put a stranglehold on the championship that he would not relinquish. Bogacki finished his points ledger with a quarterfinal showing at the Lucas Oil Nationals in Brainerd, MN and another runner-up at the divisional level, this time in Bowling Green, KY. As the season neared conclusion, Bogacki also added a pair of runner-up finishes at the national level in his Super Gas Corvette, at the AAA Texas Nationals in Dallas and the AAA Insurance Midwest Nationals near St. Louis.

When asked to pinpoint the difference between his championship season and his past near misses, Bogacki offered little explanation. “I’ve been asking myself the same question. It’s easy to chalk it up to luck or good fortune. And I’ll be the first to admit that I found myself in the right place at the right time a lot this year. But I’ve always been one to want a tangible explanation – something with a little more substance than pure luck. The only thing I can say is that I feel like I’ve raced smarter this year than in years past. I always thought of myself as a really good driver, and I was dependent on my ability; but these days I don’t get to race nearly as much as I did five or ten years ago. I don’t know that I’m necessarily worse behind the wheel; but I’ll be the first to admit that I’m not as sharp. That realization really allowed me to put more faith in my car, which has been better than its driver by far, and to keep things pretty simple from a driving standpoint. I feel like I’m a better racer because of it.”

Bogacki points to his 2013 American Race Cars dragster as the biggest key to his success. The 240” American Chassis is outfitted with a 632 cubic inch Huntsville Engine & Performance powerplant that features a BRODIX aluminum block and new SR20 cylinder heads. The motor includes Wiseco Pistons, a Crane Cam and lifters, Jesel belt drive and rocker arms, Milodon oiling system, and Hedman Hedders featuring Nitroplate coating. The engine is lubricated by Lucas Oil products, protected by a K&N Wrench Off oil filter, and surrounded by a J&J Performance Engine Diaper. The combination is topped by an APD carburetor and fuel system that transfers Renegade 116+ Racing Fuel through Earl’s Ano-Tuff fittings and line. The engine, capable of low 7-second elapsed times, is reigned into the 8.90 Super Comp index thanks to a Dedenbear Throttle Stop and K&R Performance Engineering Pro-Cube delay box and throttle stop timer.

Bogacki monitors all critical functions of the machine thanks to Auto Meter’s Multi-Function Data Logger. His combination also features Moser Axles and brakes, an Ohlins shock, BTE “Top Dragster” transmission and converter, Mickey Thompson Tires and Wheels, a B&M shifter, paint design and application from Todd’s Extreme Paint, as well as products from Dixie Racing Products, Nitrous Express, ISC Racer’s Tape, and JEGS. Bogacki also recognized the staff at Charlie Stewart Race Cars, who built his Super Gas Corvette.

Although he admits he hasn’t completely come to grips with the title of world champion, Bogacki’s experience in the sport helps him put his dream season into perspective.
“It’s kind of surreal, to be honest. I grew up watching guys like Tommy Phillips and Scotty and Edmond Richardson race at our local track. They’ve all had great success in Super Comp and they found a way to make a living driving sportsman race cars. That opened my eyes; and for as long as I can remember that’s all I wanted to do. I used to sit in my room as a kid; most kids were playing video games. I had a practice tree set up, and index cards with the names of racers on the front, and a list of their reaction times from National Dragster on the back. I’d run rounds, races, seasons against those flash cards for hours at a time. I bet I won 100 world championships on that practice tree! It’s just hard to believe it’s come true in real life.”

Bogacki thanked his wife, Jessica and their son Gary for their unwavering support. He also wished to recognize his team’s major marketing partners: ThisIsBracketRacing.com and the Motor City Hot Rod and Racing Expo, as well as associate partners K&N Engineering, Tinsley Drilling & Company, C.A.R.S. Protection Plus, Advanced Product Design (APD), JEGS, Mickey Thompson Tires and Wheels, Bill Taylor Enterprises (BTE), and Product Development Group (makers of AirTek Pressure Systems and Flo-Fast pumps).

Luke Bogacki Looks for Strong Finish Down South

Carterville, IL: ThisIsBracketRacing.com/K&N Engineering backed NHRA Super Comp and Super Gas racer Luke Bogacki has enjoyed a banner season.  The 32-year-old professional racer has driven to nine final rounds in 15 appearances along the NHRA Lucas Oil Series and Mello Yellow tour.  As a result, he currently leads the NHRA Lucas Oil Super Comp standings, and is in position to earn his first NHRA national championship. 

Despite not hoisting an NHRA “Wally” trophy since his Super Comp victory at the Summit Racing Equipment Nationals back in July, Bogacki has been hot of late, particularly in the Super Gas category.  He drove his ThisIsBracketRacing.com backed Charlie Stewart Race Cars built Corvette roadster to a semi-final finish at the prestigious Chevrolet Performance U.S. Nationals in Indianapolis to kick off the month of September.  Two weeks later, he took runner-up honors in the same category at the AAA Texas Nationals in Dallas.  He closed the month with yet another Super Gas runner-up finish at the AAA Insurance Midwest Nationals near St. Louis, MO. 

Bogacki’s September success can be directly attributed to a stellar performance on the starting line.  After a .023 reaction in the opening round of the US Nationals, Bogacki posted five reactions time between .004 and .014.  In Dallas, his .024 in round 2 was an outlier: his other six lights fell between .014 and .017.  Then in St. Louis, he opened eliminations with a “late” .019, before posting lights ranging from .008 to .012 before fouling with an uncharacteristic -.003 red light in the final round.

“I’ve been very pleased with my driving for the last month, if you throw out final rounds!” Bogacki laughed.  “Seriously, it’s nice to be back in a groove at both ends of the track.  I really struggled on the starting line for a period this summer; probably the worst slump I’ve ever been in.  I put in a lot of work on the practice tree, and I changed my approach and routine a little bit.  It’s paid dividends.”

Unfortunately for Bogacki, the bulk of his Super Gas success has come at races beyond his quota of points earning events.  Only the semi-final finish in Indianapolis helped Bogacki’s cause, as the pair of runner-up finishes came after he’d maxed out his national event claims.  Bogacki is currently ranked 15^th in the NHRA Lucas Oil Series Super Gas chase.

Bogacki’s ’63 Corvette roadster was constructed by Charlie Stewart Race Cars of Azle, TX, and painted by Todd’s Extreme Paint.  The chassis features rear end components and brakes from Moser Engineering; Ohlins Shocks; Mickey Thompson Wheels and Tires; Auto Meter’s Multi-Function Data Logger; a K&R Pro-Cube Delay Box and Switch Panel; a B&M Shifter and trans coolers; Dixie shift solenoid; Earl’s Plumbing Products; a Dedenbear remote mount water pump; and a K&N carbon fiber hoodscoop.  Bogacki monitors tire pressure with a precision AirTek gauge.  Additional components come from ISC Racer’s Tape and Nitrous Express.

The machine is powered to the 9.90 Super Gas index at speeds in excess of 168 mph thanks to a Huntsville Engine & Performance 582 cubic inch engine.  The powerplant features a BRODIX Aluminum block and BRODIX Head Hunter cylinder heads; Wiseco Pistons; Jesel rocker arms and cam drive; and a Crane camshaft and lifters.  The motor is topped by APD’s new carburetor/throttle stop combo, which distributes Renegade 116+ Race Fuel.  That fuel is exhausted thanks to a set of headers built by Charlie Stewart Race Cars from a Hedman Hedders kit, then coated by Nitroplate.  The engine is protected by Lucas Oil and K&N Filters, as well as a J&J Performance engine diaper.  The power is put to the tires thanks to a BTE Top Sportsman powerglide transmission and 9” BTE converter.  The vast majority of parts on Bogacki’s machine are available at JEGS.com. 

As Bogacki prepares for his final points earning event of the 2013 season, the Division 2 Lucas Oil Drag Racing Series Event in Reynolds, GA, he’s aware of the points implications and at the same time comforted by past success at the Georgia facility. 

In 2010, Bogacki came into the same event as a long shot contender for the championship.  In order to take the lead, Bogacki needed the leader to fall  in the opening round of eliminations, and he needed to win the event.  The incoming leader, Ray Miller III fell, and Bogacki won.  Weeks later, Gary Stinnett would earn just enough points to surpass Bogacki and deny him his first national championship.

Last season, Bogacki came into the event ranked in the top five of both Super Comp and Super Gas. Although he fell early in Super Comp eliminations, he won a memorable final round battle with fellow championship contender Sherman Adcock, Jr.  The win catapulted Bogacki to 3^rd place in the 2012 Super Gas rankings.

This season, Bogacki comes into the event as the hunted rather than the hunter.  With a massive 676 point score, he leads the Super Comp standings by more than 7 rounds of competition, but the race is far from over.  Kyle Cultrera and Ray Miller III lead a group of racers that have an opportunity to overtake Bogacki for the title.  In Super Gas, Bogacki will need a late finish to secure a top-ten finish in the national standings.

“I suppose if I had to choose, I’d rather come into my last event as the leader; even though it’s uncharted territory for me,” laughed Bogacki.  “Honestly, I’m in a pretty good spot in terms of mental preparation.  In Super Comp, I’m improving a 4^th round loss.  Reynolds is generally a 6-round race.  So basically I need to make the final to improve.  In Super Gas, I need a huge gain if I have any chance to make the top ten.  So really, anything short of victory in either class doesn’t do much to help my cause.  That allows me to approach the race like I would any other: I won’t be tempted to count rounds or count points – I’m just trying to win the race.”

Bogacki is backed by ThisIsBracketRacing.com and the Motor City Race Expo.  His team also includes Associate Marketing Partners K&N Engineering, Tinsley Drilling & Company, Advanced Product Design (APD), C.A.R.S. Protection Plus, Product Development Group – makers of Air Tek pressure monitoring systems and Flo-Fast pumps, Bill Taylor Enterprises (BTE), JEGS, and Mickey Thompson Tires.

Powerglide band adjustment tips

The powerglide transmission has a single band.  It is used to hold the clutch drum during low gear operation.  If the powerglide band is not adjusted properly the following things can occur:

• Band failure (burning of clutch material)
• Slipping in low gear or no low gear function at all
• Shift flare between low and high gears
• Car rolling backwards when the transbrake is applied

The powerglide band should be adjusted to the following specs:

• Tighten the band adjustment screw to 72 inch lbs
• Unscrew the band adjuster three and a half turns (3.5)
• Tighten the band adjustment screw's locking nut

The band should be readjusted on a semi regular basis throughout the racing season.  BTE recommends using a heavy duty band adjustment screw to prevent band failure.  Stock band adjusters can bend and warp under heavy duty conditions.

See also:

BTE Kevlar Powerglide Band
BTE Wide Powerglide Band

What are the limits of a factory, stock or OEM powerglide case in a racing application?

For more than 30 years, racers have relied on a variety of OEM parts to complete their cars due to budget or due to a lack of suitable aftermarket parts.  In the last 10 years, this has started to change dramatically with the availability of aftermarket cases, housings, gears, and just about every other high performance transmission (or engine) component.

Aftermarket powerglide cases bring a lot of advantages over stock cores:

• Greater strength
• Revised oil channels optimized for racing
• Improved wall thickness to meet SFI safety requirements
• Elimination of non essential areas and features for OEM usage

However, stock cases still have plenty of applications in budget and entry level racing.  With the addition of a SFI approved bellhousing and case shield, a stock case be ready for competition.

What are the practical limits for the stock cases?  What are some important tips to remember when using a stock case?

BTE recommends using a polyurethane transmission mount.  Solid, rigid mounts are often too stiff for a powerglide case when a heavy car launches hard.  This will often lead to a crack in the case.

Also, stock cases are more prone to failure if a driveshaft, rear end, or u joint is not properly configured or faulty.

Finally, it is important to monitor line pressure when using a stock powerglide case.  Pressures over 245 lbs can cause leaks or cause cracks to form in the thin die cast aluminum found in some of the various casting versions.

BTERacing.com just received a face lift!

Our home page www.bteracing.com just received a small face lift.  We've taken feedback from you all and made the site easier to navigate.  We've also added a featured product feed in the right section of the site.  Check here for special pricing that can't be found anywhere else.

Also, if you haven't already signed up for our powerglide quick reference guide, please see this link.  The easy to print and share .pdf includes the critical specs needed for a powerglide racing transmission assembly.

Why is your car moving backward when applying the transbrake in your powerglide?

As a follow up to our previous blog posting, the other common problem with transbrake operation in powerglide transmissions is the transmission moving in reverse when the transbrake is activated.  Again, this can cause the car to roll out of the staging lights causing an instant loss.


Once again, we will review the normal transbrake operation:

1. You activate the transbrake solenoid in low gear when staging.  The solenoid pushes the brake valve to a position in the valve body that redirects fluid.
2. Fluid rushes within the transmission to apply the reverse clutch piston and reverse clutches.  This locks the transmission in a 1:1 fight between low gear and reverse.
3. You increase engine RPM to prepare the car for launch.  The transbrake remains locked and keeps the car in place.
4. You release the transbrake solenoid switch which removes fluid pressure from the reverse piston and clutches.  The car now has forward movement in low gear and accelerates down the track.

If the car is moving backward any during the transbrake setting and staging process, it is likely due to one of the following problems:
 

• Staging at an RPM that does not supply sufficient fluid volume -  OEM or weak pumps need additional RPMs to move fluid quickly and adequately to apply the reverse clutches.  Increasing your RPM before setting the transbrake is the first solution to try.
• Low gear band not holding. 
• The low gear band can be completely worn down which would prevent it from holding low gear
• The band needs to be re-adjusted
• The servo piston has failed, is leaking, or has broken a sealing ring
• The band adjustment screw has broken or is bent

Check these areas if you are having transbrake trouble in your powerglide transmission.  These are simple fixes!  If you have any questions, contact our technical department @ 1-662-851-3213.

Why is your car moving forward or rolling when applying the transbrake in your powerglide?

A common problem for powerglide racing transmissions equipped with transbrake valve bodies is any kind of movement when the transbrake is activated and the car is staged.  This happening during a race can often result in an instant red light and loss.



Normal transbrake operation:

1. You activate the transbrake solenoid in low gear when staging.  The solenoid pushes the brake valve to a position in the valve body that redirects fluid.
2. Fluid rushes within the transmission to apply the reverse clutch piston and reverse clutches.  This locks the transmission in a 1:1 fight between low gear and reverse.
3. You increase engine RPM to prepare the car for launch.  The transbrake remains locked and keeps the car in place.
4. You release the transbrake solenoid switch which removes fluid pressure from the reverse piston and clutches.  The car now has forward movement in low gear and accelerates down the track.

If the car is moving forward any during the transbrake setting and staging process, it is likely due to one of the following problems:

• Staging at an RPM that does not supply sufficient fluid volume -  OEM or weak pumps need additional RPMs to move fluid quickly and adequately to apply the reverse clutches.  Increasing your RPM before setting the transbrake is the first solution to try.
• Reverse is not being engaged with enough pressure or not at all
• From the solenoid to the reverse clutches, something is not applying the full force of the reverse circuit to give the transmission a firm transbrake hold.  
• Examine your transbrake solenoid operation and engagement.  Is it getting enough power?  Is it too old and need replacing?  Is it engaging all of the way?
• The reverse piston may have have a damaged seal, be worn, or just stuck all together.
• Make sure the valve body and governor support are properly secured.  A leak internally can affect the reverse fluid circuit.

A new powerglide pump like our high volume powerglide pump is a great replacement for the OEM unit.

With a fully operational reverse circuit, your powerglide transmission should be holding steady and not rocking when it is time to race.

A very cool rat rod from Denmark

One of our customers and friends from Denmark has one of the coolest retro rat rods I've ever seen:

This cool ride built by Steffen Nielsen delivers the power to the ground via one of our BTE Top Sportsman powerglide transmissions and a BTE 9.5" bolt together torque converter.

Photos from the BTE World Footbrake Challenge VII at Bristol Thunder Valley

Our own Shaun West just returned from Bristol Thunder Valley Dragway where the BTE World Footbrake Challenge wrapped up this past weekend.  A great weekend of footbrake bracket racing was had by hundreds of racers, their families, and friends.  We want to thank the promoters for welcoming us back again for the seventh time. 

You can see more photos on our Facebook photo gallery.

BTE World Footbrake Challenge VII - LIVE Coverage

The BTE World Footbrake Challenge VII is underway now. Watch the racing live here!

Norwalk Super Comp Triumph Vaults Bogacki to the Top of NHRA Lucas Oil Standings

 

 

 

Norwalk, OH: Sportsman racing veteran Luke Bogacki earned his 6^th NHRA national event triumph and first at Summit Raceway Park when he drove his Motor City Hot Rod & Racing Expo backed American Race Cars dragster to the Super Comp victory at the Summit Racing Equipment NHRA Nationals.  With the victory, Bogacki moved into a commanding lead in the NHRA Lucas Oil Super Comp national points chase; he currently leads defending champion Alan Kenny by nearly 100 points.

Bogacki, who has earned a reputation as one of the best sportsman racers in the country thanks to his success in multiple classes and venues, earned the event title despite an admittedly mediocre performance.  Normally an excellent leaver, Luke posted reaction times varying from a competitive .016 (round two) to a very late .053 (round four), but was able to manufacture winning runs despite his lack of starting line efficiency.

“It wasn’t pretty, that’s for sure,” Bogacki laughed.  “I’m sure at some point I’ve won a race or two where I was never worse than .016 on the tree; I’m not sure I had ever won a race when I wasn’t better than .016 until today!  While I’m not happy with my driving, I’m certainly not ready to start the race over to see if I can improve my box score; there are no style points out here and wins are hard to come by.  I’ll take it any way that I can get it.”

Luke and partner Dave Szerlag recently announced that they will be promoting the inaugural Motor City Hot Rod & Racing Expo; Bogacki’s cars featured the expo logo throughout the event as part of the introductory announcement.  The Motor City Hot Rod & Racing Expo is a unique event that will feature exhibitors from throughout the motorsports industry, and is open to the public.  The inaugural show will take place March 22-23, 2014 at the Suburban Collection Showplace in Novi, MI, just minutes from Detroit, Motor City.  To learn more, visitwww.MotorCityRaceExpo.com.

Bogacki’s victory culminated a 5-week stretch of domination in the ultra-competitive Super Comp category.  Since the NHRA Division 3 Lucas Oil Drag Racing Series event in Chicago in early June, Bogacki has assembled a 21-2 record in the 8.90 category, highlighted by victories in Chicago and this weekend at Norwalk, along with a runner-up finish at Cordova Dragway Park in Cordova, IL. 

“It’s been an incredible few weeks,” expressed Bogacki.  “My car has just been great, it’s won almost in spite of the driver at times.  With my poor reaction times, I had to employ some smoke and mirrors this week to get the win, so I didn’t really let the car show its full potential; but this combination is really, really good right now.  Its consistency and a truckload of good fortune are the reasons for my recent success.”

 

 

 

Bogacki is quick to point out that a twin to his machine can be purchased with just a few phone calls.

“I don’t know if it’s a good thing or a bad thing, but the whole car is readily available, over the counter stuff.  It’s not like I’m sitting around in my shop brewing up some secret combination. The chassis is an American Race Cars base 240” dragster; and the motor is a 632 with BRODIX SR20 heads and a BRODIX aluminum block that can be purchased carb to pan at Huntsville Engine & Performance.  Everything else on the car can be ordered at JEGS.com.”

The Huntsville Engine 632 pushes Bogacki’s machine to the 8.90 index at speeds in excess of 180 miles per hour.  In addition to the BRODIX components Bogacki mentioned, the engine features an APD “throttle stop” carburetor and belt-drive fuel pump, Lucas Oil Products, K&N Filters, Hedman Hedders with Nitroplate coating, Wiseco pistons, a Milodon Oil Pan, J&J Engine Diaper, JESEL cam drive and rocker arms, and a Crane Camshaft and Lifters.  The motor burns Renegade 116+ Race Fuel and is slowed to the 8.90 index by a Dedenbear throttle stop controlled by a K&R Performance Engineering “Pro Cube” delay box timer.

Bogacki relies on Moser Engineering axles, brakes, and rear end components, an Ohlins Shock and Mickey Thompson Wheels and Tires.  He monitors air pressure thanks to an AirTek pressure monitor, and depends on a BTE Top Dragster transmission and torque converter.  Bogacki says that the Auto Meter Multi-Function Data Logger, which he uses to monitor and evaluate critical information including air/fuel mixture, engine & driveshaft RPM, G-force, and critical engine functions, is a huge key to his continued success.  Additional components include a B&M Pro Bandit shifter controlled by a Dixie electric shift solenoid, ISC Racer’s Tape, Nitrous Express components, and Earl’s hose and fittings.  Todd’s Extreme Paint designed and applied the car’s gorgeous paint job.

With his most recent win, Bogacki appears to be in dominant position atop the NHRA Super Comp standings.  The longtime racer, however, understands how quickly a championship season can turn and how many events remain on the 2013 schedule.  In 2010, he took the Super Comp lead with a clutch October LODRS victory, only to watch 4-time champion Gary Stinnett overtake him and earn the title at the final LODRS event of the season.  Last season, Bogacki fought hard all year but finished 3^rd in both Super Comp and Super Gas.  He is yet to earn a NHRA world title.  With 591 points in early July, Bogacki acknowledges that 2013 promises his best opportunity to win the Lucas Oil Championship, but is quick to point out that it’s far from over.

“I’m right where I had hoped to be at this point,” he said.  “But I’m not going to kid myself.  591 points is a great total in July, but 591 isn’t going to win the championship.  I’ve still got a lot of work left to do.  My goal at the start of each season is to get to 650.  Even 650 doesn’t guarantee the championship, but if you reach that mark you’ve had a championship worthy season.  That total is realistic for me this year, but the key is to keep digging and get there.”

Luke Bogacki’s key supporters include the Motor City Hot Rod & Racing Expo, ThisIsBracketRacing.com, K&N Engineering, Tinsley Drilling and Company, C.A.R.S. Protection Plus, Advanced Product Design (APD), Product Development Group – makers of AirTek pressure monitoring systems and Flo-Fast fluid transfer systems, JEGS, Bill Taylor Enterprises (BTE), and Mickey Thompson Tires & Wheels.

BTE Transmission housing for Powerglide Transmissions now on sale

For the month of July, BTE is offering its popular powerglide SFI approved housing for a special price of $808 with free shipping.  This offer is available online at http://www.bteracing.com/BTE-NEW-Powerglide-Case.html as well as by calling us at 1-800-626-1828. 

This housing is fully SFI approved.  No transmission blankets or shields are required for competition.  A special IKO roller bearing is installed in the rear of the case to reduce output shaft drag.  This heavy duty casting requires no liners. 

BTE uses this housing on all of its Top Sportsman, Pro Mod, and Top Dragster racing powerglide transmissions. 

The new BTE / Memphis Performance catalog is on the way!

The new BTE / Memphis Performance catalog is on its way to the presses and then to your mailbox. If you don't receive yours in the mail, call us and we will send you a copy of your own. (We will also post .pdfs online, too!)

BTE's new Racing Transmission Fluid is now available

BTE's new Racing Transmission Fluid is now available!

Developed and blended by Lucas Oil, this semi synthetic fluid is the best choice for all racing applications, from bracket cars to heavy duty turbo charged applications.  A unique additive package not found in other ATF types eliminates foaming, increases shift quality, and keeps temperatures under control.

BTE's Racing Transmission comes in an easy to pour five quart bottle.  It is available online direct from BTE and through our many dealers and transmission rebuilder shops.

Bogacki Picks Up First Victory of 2013 at Las Vegas Lucas Oil Series Event

Las Vegas, NV: After finishing the 2012 NHRA Lucas Oil season ranked 3rd nationally in both Super Comp and Super Gas, Luke Bogacki and his ThisIsBracketRacing.com/K&N Filters backed team entered the 2013 campaign with high hopes. After a slow start at the first two national events of the season, Bogacki appears to be hitting his stride. He followed up a runner-up Super Comp effort at the Phoenix LODRS with a Super Gas title at last weekend’s Division 7 LODRS in Las Vegas.

“It’s always a good feeling to get an event win, and this one is no different,” said an exuberant Bogacki. “Honestly, this was a race that I probably had no business winning. I wasn’t happy with our early season performances in either category, and as a result I made wholesale changes on both cars prior to the race in Vegas. The dragster really liked the new setup, but the Corvette did not. I definitely went in the wrong direction with it, and it was not consistent. I got extremely fortunate in several rounds, and I’ll take a little credit for doing a pretty good job behind the wheel at times as well. It just all fell together, and obviously it’s easier to have fun when everything clicks and win lights are coming on.”

Bogacki advanced through seven rounds of eliminations without the benefit of a red-light or a bye run. He opened eliminations by defeating Brian Fritz, then squeaked out a close victory over Randy Fabbro when his perfect 10.050 ET bested Fabbro’s scant 10.049 breakout. Bogacki went on to defeat Justin Strom, Don Anderson, Mike Wiblishouser, and Rick Cates to advance to the final round alongside Tanner Hiatt. There, Bogacki escaped a double breakout affair, with his .016 induced 10.042 besting Hiatt’s .013 and 10.031.

“Most of my rounds didn’t play out anything like I had pictured them,” admitted Bogacki, “and the final was no different. I thought I could run well under the index, and had every intention of taking the finish line, but I couldn’t get in front. In the end, that’s the only way I could have won. I just seemed to end up in the right place at the right time. Like I said before, I definitely went the wrong direction with the car, but I’ll learn from it and we’ll be better next week. The competition is so tough these days that if you’re not constantly working to improve then you’re going to get left behind. In that effort to get better we’ll occasionally misstep. I was just really fortunate to be able to take what could have and probably should have been a wasted weekend and escape with a victory. Hopefully we can use that to build some momentum going forward.”

In addition to the Super Gas victory, Bogacki advanced to the fourth round of Super Comp before losing to multi-time national and divisional winner, Tom Bayer. With the added NHRA points, Bogacki took the early lead in the Lucas Oil Super Comp standings.

“I want to take this opportunity to thank Charlie and Jason at Charlie Stewart Race Cars for building me a great car,” said Bogacki. “Sometimes I get to making changes and make it look like it’s not a great car, but it is. It works really well. That car is safe, gorgeous, and a dream to drive. I also want to recognize the contributors and members on ThisIsBracketRacing.com, as well as our key marketing partners: K&N Engineering, Tinsley Drilling & Company, C.A.R.S. Protection Plus, Advanced Product Design, Product Development Group, JEGS, BTE, and Mickey Thompson Tires & Wheels. I also want to thank my wife, Jessica. She’s due with our first child in May and she’s a little bummed about not being at the races herself. Her support and faith in me is incredible; I couldn’t do this without her.”

Bogacki will once again compete in Super Comp and Super Gas at this weekend’s NHRA Summit Racing Equipment Nationals at the same facility, The Strip at Las Vegas Motor Speedway. He’ll conclude his season-opening western tour with the Spring Fling Vegas bracket race the following weekend before returning home to Carterville, IL.

Bogacki’s winning ’63 Corvette Roadster was built by Charlie Stewart Race Cars in Azle, TX. The CSRC body features a K&N carbon fiber hoodscoop and paint from Todd’s Extreme Paint in Milan, MI. A Huntsville Engine & Performance 582 powers the car to the 9.90 (10.05 in Las Vegas) Super Gas index at speeds in excess of 160 mph. The powerplant features products from BRODIX Cylinder Heads, Wiseco pistons, Milodon, Dedenbear, J&J Engine Diapers, Jesel, Crane Cams, and Lucas Oil. Earl’s hose and fittings transport Renegade 116+ Racing Fuel through a K&N filter to the APD belt-driven fuel pump, and on to a 1050 cfm APD carburetor specifically calibrated for throttle stop racing. Burnt fuel is exhausted through a set of headers that Stewart built from a Hedman Hedders kit before they were coated by Nitroplate.

Power is put to the ground thanks to a BTE Top Sportsman powerglide transmission and converter, and a Moser Engineering rear-end assembly which includes 3rd member, axles, and brakes from the Indiana manufacturer. Mickey Thompson bead-lock wheels and 3183 racing slicks bolt to the axles and work with a set of Ohlins TTX-36 shocks to apply the torque to the race track. Bogacki monitors tire pressure thanks to a unique new air pressure monitoring system from AirTek. He controls the electronic functions with a K&R Pro-Cube Delay box and switch panel, a Dixie shift solenoid on a B&M Pro Bandit shifter, and a Dedenbear throttle stop; and monitors all of the critical functions of the machine with Auto Meter’s multi-function data logger dash. Additional components come from ISC Racer’s Tape, DragRaceResults.com, California Car Cover, Flo-Fast, American Race Cars, and Nitrous Express.

More TH400 high performance component parts from BTE

The TH400 revolution has been underway for the last few years, and we're doing our best to keep up with the quickly evolving needs of the racing community.

BTE is now underway at full speed in production of all new performance parts for TH400 transmissions.  Our first new products that are available now include:

• BTE's Two Speed TH400 Valve Body Kit
• This kit converts your existing TH400 into a two speed variant, allowing the transbrake to operate in 2nd gear.
• TH400 Vasco Input Shaft
• Recommended for all applications over 750 horsepower, this VascoMax steel shaft includes a steel drum.
• TH400 Vasco Intermediate Shaft 
• Recommended for all applications over 750 horsepower, this VascoMax intermediate shaft provides a strong backbone for any racing TH400.

These parts are available now.  Shortly, we will have news about our TH400 gearsets and aluminum drums which are currently in production. 

BTE TH400 "Grudge Winner" Two Speed Transmission

BTE's two speed "Grudge Winner" TH400 transmission is a great choice for x275 and other racing classes that have limited traction, high power output, and heavy vehicle weight. This transmission features an innovative transbrake valve body design to allow transbrake operation in second gear. This new feature effectively makes the transmission a two speed and moves the starting gear ratio to a much higher range than available in any powerglide. In some vehicles this is preferable to the ratios available in the powerglide transmission.


Our base Grudge Winner includes the following features:

• BTE's own billet aluminum transbrake two speed valve body
• VascoMax steel input shaft
• VascoMax steel intermediate shaft
• Billet aluminum intermediate drum w/ 36 element super sprag
• Cast aluminum deep pan
• High performance band and clutch pack
• 1.48 - 1.00 ratio gear set
• Heavy duty OEM case
• Dyno tested to ensure proper operation

Alternate gear ratios and aftermarket housings (as pictured) are available for additional cost. Contact BTE directly at 1-800-626-1828 to determine if the two speed TH400 is appropriate for your application.

Luke Bogacki’s New American Race Cars Dragster

Carterville, IL: Luke Bogacki debuted his new ThisIsBracketRacing.com backed American Race Cars Super Comp dragster at the NHRA Winternationals on February 14. Bogacki, who drove his previous American Race Cars built machine to a 2nd place finish in the 2010 NHRA Lucas Oil Super Comp Standings, and a 3rd place finish last season, is excited about the 2013 campaign in his new competition vehicle.

“It’s always good to have new equipment that’s on the cutting edge of technology,” Bogacki said. “I think most of us as sportsman racers are not under the assumption that a class like Super Comp requires the forward thinking of a professional category, but there are always technological advancements. The trick, for me, is updating equipment to take advantage of the constantly evolving landscape of technology, while at the same time using the knowledge and data that I’ve built up over the last decade as a platform. So in the end, a new car is always a combination of some new ideas and some tried and true components and principles.”

Bogacki’s new ride is a 240” swing-arm model from American Race Cars in Millbury, OH.




 “This is my first 240-inch car, my past dragsters have always been 235” Bogacki said. “Mark (Horton, of American Race Cars) has been trying to talk me into a longer car for a couple years, and after seeing some scale figures from one I finally gave in.”

The chassis features Mickey Thompson Wheels and Tires, including the company’s popular 3183 (33.5 x 16.5-16) racing slick. Bogacki monitors air pressure thanks to the innovative AirTek pressure control system, which he’ll stock on his trailer in 2013 and beyond. Moser Engineering components make up the entire rear end assembly, as Bogacki will rely on a Moser M9 housing, complete aluminum 3rd member, 40-Spline axles, and Moser’s new line of Performance Drag Brakes. Suspension demands are handled by a single Ohlins TTX-36 series shock and spring.

The machine is powered by a brand new all-aluminum 582 cubic-inch Huntsville Engine.



“The guys at HEPC are building me a new 632-inch engine with the BRODIX SR20 heads,” explained Bogacki, “but it wasn’t ready in time for Pomona. We actually built this 582 for my Charlie Stewart Race Cars ’63 Corvette Super Gas car, but I slid it over in the dragster to start the season. I’m actually very impressed with it; I ran 8.89 at 177 mph in Pomona. Nonetheless, I plan to swap out and install the SR20 engine following this introductory western swing.”

The 582 cubic inch motor currently in the car features a BRODIX aluminum block, a set of BRODIX Head Hunter cylinder heads, and BRODIX manifold. Bogacki enlisted Nitroplate to coat the intake manifold, valve covers, and accessories in their low-temp black finish. A Crane Cams camshaft and lifters operate Jesel shaft rocker arms and rotates thanks to a Jesel Belt Drive system. Wiseco pistons provide necessary compression (roughly 15:1), which is then exhausted by a set of Hedman Hedders coated by Nitroplate. A Milodon oiling system pushes Lucas Oil 20w/50 race oil through a K&N oil filter, while the J&J Performance engine diaper surrounds the bottom end should disaster strike. Bogacki cools the engine thanks to a Dedenbear remote water pump, water header, and expansion tank (also coated by Nitroplate) which are plumbed using ANO-Tuff hose and fittings from Earl’s Performance Products.

Luke will pump Renegade 116+ Racing Fuel into the tank thanks to a Flo-Fast management system. The sleek Earl’s black ANO-Tuff components carry Renegade racing fuel to a belt-driven APD fuel pump with a built-in bypass regulator, and then on to an APD 1050 carburetor that is built specifically for throttle stop applications. Currently, an electric Dedenbear throttle stop controls the air/fuel mixture entering the motor, which allows Bogacki to hit the 8.90 Super Comp index.

“With all of the new developments in throttle stop technology, I’m very excited about testing some new products this year,” beamed Bogacki. “We’ll start off with the tried and true Dedenbear electric stop that I’ve had great success with in the past. At some point early in the season, however, we’ll be testing a new Dedenbear stop, and I’ll be working with John Kyle of APD to test his new line of carburetors with the throttle stop built in. I’m really looking forward to see what we come up with on those items, because I really like the ingenuity and forward thinking that went into both of them.”



Power from Bogacki’s Huntsville Engine & Performance 582 cubic inch powerplant is transferred through a BTE 10” torque converter and BTE Top Dragster powerglide transmission. Bogacki has depended exclusively on BTE products for nearly 15 seasons.


In the driver’s compartment, Luke will once again rely on the Auto Meter Multi-Function Data Logger for his in-dash display and download needs. Within the Auto Meter MFDL, he monitors basic functions like oil pressure, water temperature, voltage, fuel pressure and vacuum. He also keeps a close eye on readings that he says play a big part in dialing his combination to the 8.90 index.

“The 02 sensor is probably my biggest tuning aid, particularly on the throttle stop,” Bogacki said. “We also play close attention to the driveshaft rpm, transmission temperature, and the built-in G-meters. This is information that the average racer without the Auto Meter MFDL system doesn’t have access to; but it has really sped up my learning curve over the years, particularly in ‘super’ class competition.”

Bogacki will also continue to use a K&R Performance Engineering Pro-Cube Delay Box and K&R Severe Duty Switch Panel to control all of the electronic functions of the new machine. He’ll select gears thanks to a B&M Stealth Pro-Bandit shifter controlled by a Dixie Racing Products electric shift solenoid.

The carbon-fiber hoodscoop, mounting tray, and air filter come from K&N Engineering. The professionals at Todd’s Extreme Paint handled the body work and paint of the new machine, as they have the last several of Bogacki’s competition vehicles. The majority of components used on the car were purchased at JEGS.com, and Bogacki also leaned on Nitrous Express, ISC Racer’s Tape, and Charlie Stewart Race Cars for small products and assistance.