Here (http://www.hpiminitrophyforum.com/showthread.php?t=6) is the link to the internet debut of the new TSA Motorsports 4WD 7200 truck. This is a colaboration between TSA Motorsports and Summit Machine. The truck was built at the TSA Motorsports facility by Bill Billington. The geometry, cad, and componants were designed and built by the team at Summit Machine. There is roughly two years of work getting ready to hit the dirt here. They will debut the truck at the SNORE Midnight Special in Ridgecrest, CA this weekend.

Out of the box thinking = 4WD + 4 wheel independent suspension.

The truck features the Summit Machine 9ii differentials front and rear. This is a billet housing that is capable of running any 9" carrier and gear. It drives 934 cv's via 35 spline stub shafts. The diff is also set-up for an external oil sump/cooler and pump to keep it cool under extreme racing conditions. One of the narrowest independent centers on the market.

The suspension has undergone countless hours of fine tuning in the modeling stage to achieve the desired geometry. It will also debut the Summit Machine Jenny Joint on all 8 arms. It is capable of 18.6" of wheel travel at all four wheels.

Good luck to Dallas and Bill as they challenge the desert with this new weapon.

Cool :beer:

Great stuff in there for the Ultra's to think on.

Great stuff in there for the Ultra's to think on.

Yep:D

Very cool! What are you using for a transfer case?

Very cool! What are you using for a transfer case?



Looked like an Atlas to me

What number are they running? I didn't see a "Dallas" or "Bill" on the list :):

1 #7277 Serge Bomhard

2 #7228 Jeff Harrison

3 # 7270 Scott Cimino

4 #7212 Richard Blunk

5 #7267 Travis Bozzano

6 #7218 Robert Pickering

7 #7269 Gregg Hempel

is that a jeep motor?....i hope u plan on lots of mods to it....u need 550 hp in a 7200 truck....i have a real deal 7200 motor, for sale, if your interested.... chevy 5.3 liter v6....around 600 hp...

is that a jeep motor?....i hope u plan on lots of mods to it....u need 550 hp in a 7200 truck....i have a real deal 7200 motor, for sale, if your interested.... chevy 5.3 liter v6....around 600 hp...



If memory and history are correct, the Bolton's won class the 7200 championship, and 3 races in the 07 BITD season on a 207hp junkyard take out 4.0l ford V6.

It's not required. But does help..

Nice job mike glad to finaly see it.

Why the "divorced" motor and Trans? i have never seen that before so if it's common to desert racing just tell me to take a hike.:flipoff2:


http://farm5.static.flickr.com/4081/4752054332_83d5e9e980_b.jpg

If memory and history are correct, the Bolton's won class the 7200 championship, and 3 races in the 07 BITD season on a 207hp junkyard take out 4.0l ford V6.

It's not required. But does help..

that was 07.... before any of the new rules trucks were built..would never happen now.... all the races as of recent, Score and BITD, have been won with 500 plus HP...and its not going to get any easier...more big HP mini TT's showing up at every race....IMO
PS Dave, shouldnt you be working on that new go fast machine i hear about? it sounds really cool!

As for the divorced motor trans, thats just what the customer wanted so it was done that route. It runs two starters and two alternaters for in place spares.

It is a 5.0 I6 Jeep motor built by Hesco. I believe the HP was 450 or so.

Also for the previous question, yes an Atlas II is the transfercase in the truck.

Nice job mike glad to finaly see it.

Thanks. We are too.

Out of curiosity, what's with the E2000 fuel pumps?

Out of curiosity, what's with the E2000 fuel pumps?

Not sure on that one. We did not spec or supply any of the powertrain items.

those GPS are going to be a pain in the neck unless in direct line of vision..it's alot easier to look down than up in the rough crap..

Nick

those GPS are going to be a pain in the neck unless in direct line of vision..it's alot easier to look down than up in the rough crap..

Nick


No shit! not sure what has ever made me want to re-taste food in a car faster than looking up to see shit.

Pretty cool setup. But what was the point of independent rear? I know you can have better control over each wheel but you can get a good amount more travel with solid axle.

Might be a stupid question but I thought I would ask.

Pretty cool setup. But what was the point of independent rear? I know you can have better control over each wheel but you can get a good amount more travel with solid axle.

Might be a stupid question but I thought I would ask.


That comes down to the whole "buggy dork" vs truck argument. Yes trucks get more travel. The independent should offer a little better ride, we'll see. this is trying something new.

Here (http://www.summitmachine.com/blog/) are some pictures from last night as they were leaving town for Ridgecrest.

Mike it looks really sick! I hope it works out well....Good Luck

Whats the CV mounting surface to CV mounting surface on that center chunk? Camber change over travel? Steering over travel?

Nice to see something fresh and different being made. Thanks for sharing the pics, post up some action shots after the race!

Looks good! Did Dallas race a Tacoma in Class 7 (MORE & MDR) in the past?

http://www.summitmachine.com/blog/wp-content/uploads/IMG_3206.jpg

Looks good! Did Dallas race a Tacoma in Class 7 (MORE & MDR) in the past?

http://www.summitmachine.com/blog/wp-content/uploads/IMG_3206.jpg

Yes, in SNORE, BOR, and MDR I believe.

Pretty cool setup. But what was the point of independent rear? I know you can have better control over each wheel but you can get a good amount more travel with solid axle.

Might be a stupid question but I thought I would ask.

There is no right or wrong way to build a car or its suspension for this matter. It's how everything works together including the driver. We felt that having a balanced car that could "handle" was our best strategy against the trucks with more power. Dallas is no Ivan Stewart but this strategy worked for the Toyota/PPI trophy truck in the late 80's when they only had a V6 in it.

Whats the CV mounting surface to CV mounting surface on that center chunk? Camber change over travel? Steering over travel?

The width between CV mounting surfaces is 12 3/4". The camber change is significant in full compression. We felt that less CV plunge was more important than excessive negative camber. Bump steer is very minimal when steering straight, less than 1/4 inch tow change through out the travel. While in turn this changes, but not significantly.

How much steering is the vehicle capable of over the range of travel?

Do you feel that the excessive camber change will have an effect on handling/tires/grip?

Out of curiosity, what's with the E2000 fuel pumps?


I've raced with E2000's for 4 years and am yet to have a fuel pump failure. I've had clogged filters, a whiffle ball experience, a broken pick up and other issues, but my E2000's just run, all the time. Now, Aeromotive pumps, that's a whole different issue. They fail regularly.

Now, Aeromotive pumps, that's a whole different issue. They fail regularly.

Which Aeromotive were you using?

I've raced with E2000's for 4 years and am yet to have a fuel pump failure. I've had clogged filters, a whiffle ball experience, a broken pick up and other issues, but my E2000's just run, all the time. Now, Aeromotive pumps, that's a whole different issue. They fail regularly.

Seems like the opposite from people I know's experiences... Maybe your 4 year old E2000's weren't junk.

Which Aeromotive were you using?

A11109


Back on topic, I love the big stroker Jeep 5.0! Out of the box thinking for sure!

that was 07.... before any of the new rules trucks were built..would never happen now.... all the races as of recent, Score and BITD, have been won with 500 plus HP...and its not going to get any easier...more big HP mini TT's showing up at every race....IMO
PS Dave, shouldnt you be working on that new go fast machine i hear about? it sounds really cool!


Are you still racing your green truck Skinny? Hadnt run in to you in a while...

Eric

I like the idea of this truck, plus the front and rear suspension being identical is a cool idea, spare parts are minimized.
What travel numbers did you end up with and what are the dimensions of the truck?
From the pictures its hard to tell if there is any rake or anti-squat in the front/rear?

Best of luck this weekend

Are you still racing your green truck Skinny? Hadnt run in to you in a while...

Eric

Yea Skinny scored 2nd place in his truck at our TX race last month.

There really are some beautiful vehicle builds showing up on Pirate lately. Seems like a lot of it is coming from the desert guys too. Very impressive and educational. Subscribed!

How much steering is the vehicle capable of over the range of travel?

Do you feel that the excessive camber change will have an effect on handling/tires/grip?

There is more than enough steering angle for desert racing, but no where near the 50 deg you can get with spidertrax knuckles. At full droop and full compression the steering is limited by the CVs.

Excessive camber will always effect handling and grip. With the four wheel drive traction is not an issue. As far as handling we felt this would not be a huge detriment because of the constantly changing driving conditions found in the desert.

I like the idea of this truck, plus the front and rear suspension being identical is a cool idea, spare parts are minimized.
What travel numbers did you end up with and what are the dimensions of the truck?
From the pictures its hard to tell if there is any rake or anti-squat in the front/rear?

Best of luck this weekend

Travel is 18-1/2 inches front and rear. Width is 85 inches the maximum width allowed in class 7200. We were shooting for a 124 inch wheelbase. I was only involved with the suspension and differentials, so I'm not sure what the exact wheelbase or dimensions of the fiberglass is.

Another inovative feature on this truck is the Racepak digitals dashes with data logging. The driver and or co-driver can monitor durring or after each run. It tracks the temps in the oil, water, front diff, rear diff, trans, t-case, and each of the 8 shock boddies.

The T400 trans features a pretty slick paddle shifter, with a redundant shifter in the console as seen in the pics.

I have yet to see the truck run in competition but the motor sounds amazing. We will see how competitive the Jeep I6 is.

The Cobra seats are the most amazing seats I've laid eyes on. $1800/each of pure carbon fiber beauty.

The body is a one off built at the TSA facility. Hand carved and sanded plugs built on a spare chassis. It is near perfect in person. Beautiful work.

The motor and tranny plates are works of art as well. I will try to get some pictures of the pocketing. Any spare ounce was cut out. Also a decent amont of Titanium in the mix for weight savings.

Keep the questions coming and we'll try to answer as we can.

Keep the questions coming and we'll try to answer as we can.

Do you have a price in mind for the 3rd members?

the body is a one off built at the TSA facility. Hand carved and sanded plugs built on a spare chassis. It is near perfect in person. Beautiful work.

John did a great job!

Nice!
What is the dash going to made out of?

Is the chassis going to be mig welded?

Nice!
What is the dash going to made out of?

Is the chassis going to be mig welded?

looks like painted sheetmetal?

got the pic from http://www.summitmachine.com/blog/
http://www.summitmachine.com/blog/wp-content/uploads/IMG_3209.jpg

Looked like an Atlas to me


I have a lot of experience with transfer cases in desert racing. A full lock transfer case like the atlas has it's advantages and disadvantages. I hope they can make it work.

Nice!
What is the dash going to made out of?

Is the chassis going to be mig welded?

I know they are having another dash made. The upper dash is fiberglass. Console is alum.

The chassis is mig welded.

I have a lot of experience with transfer cases in desert racing. A full lock transfer case like the atlas has it's advantages and disadvantages. I hope they can make it work.

The t-case was initialy for another purpose. They do not need it for the desert. We will see what it does. I don't recal if it even has shifters of if it's locked in gear. I'll have to check that out.

John did a great job!

Yes he did. Cleanest fiberglass I've seen. The fit and finish is amazing.

Do you have a price in mind for the 3rd members?

We have a ballpark idea on the Diff assembly, and also the whole suspension/steering/drive train combo for the front end. I am not going to post it just yet, so many options to factor into it that there is no set price on anything.

I'll be at the race shooting photos. I hope to get some great shots of the truck, it looks beautiful.

I have a lot of experience with transfer cases in desert racing. A full lock transfer case like the atlas has it's advantages and disadvantages. I hope they can make it work.

I dont want to clutter this thread and take away from the attention to its craftsmanship, but maybe in short expanation. Please for my ignorance explain what you are taking about when it comes to transfer cases in the desert. Thanks, JOSH

I dont want to clutter this thread and take away from the attention to its craftsmanship, but maybe in short expanation. Please for my ignorance explain what you are taking about when it comes to transfer cases in the desert. Thanks, JOSH

Not wanting to step on Hartman's feet but I want a stab at it.

In high speed the tires are leaving the ground hundreds of thousands of times over the course of a race. Some small some large.

That leaves spinning mass, when the front hits then the rear or vice versa they are going different speeds. both of those shock forces meet in the transfer case. Granted it typically isnt a hugh difference in speed between front and rear but consider it happens continously some harsh you eventually fatigue the internals. Then you have a failure. Some have just lost one end or the other, others have split the case. If there was a way to put front or rear through a viscous coupler you could buffer the shock loads, but then you lose traction control/create heat/etc.

I've always thought an AWD viscous T-case would be killer, but the dollars to build one that is beef vs. the NV149 or NV120. Which are very weak stock apps that would create massive amounts of heat as well as not have the ability of a Low range or the LOCKUP to climb....

What do it get??? :D

Desert racing involves hard braking, jumping, (the easy part,) landing, (the sometimes hard part,) and whoops. With a solid transfer case connecting the front to the rear there is no give in the drivetrain. Jump and land hard on the front, the speed of the tires landing and accelerating or decelerating is transfered though the drivetrain to the rear. lock up the brakes, and if they are not even, then one end or the other can overdrive the brakes. I've exploded transfer cases, chromoly axles, ring and pinions, driveshafts, spools and lockers until I figured out a solution. Herbst spent a whole lot of money on a variable transfer case to overcome the issue.

Wyatt pretty much nailed it. A viscous coupled front output is the hot ticket. It does exist. I'm leaving it at that since it's somewhat of a secret what case it is, what part's combo is the ticket and so on..

Or what wyatt said!!

From what I understand, viscous couplers are used in pro-4 trucks for two reasons: To help the car from plowing when decelerating in a corner and to relieve the shock load when landing from a jump on the front wheels if the front wheels are turning slower than ground speed.

On a reversed, mid engine car, the same shock load is applied to the strong end of the t-case (main shaft). The stress is also applied to the drive side of the front ring gear. We're not worried about the plowing :D

Good info, I understand perfectly. Thank you guys for the knowledge.

So there is strong enough, viscous couplers in strong enough transfer cases available? Why has it not been a problem in KOH or some of the other desert series races?

JOSH

Why has it not been a problem in KOH or some of the other desert series races?

JOSH

It has been a problem. And the solution has been to rebuild the Atlas or replace with some regularity vs. days of yore when you mounted the Atlas and forgot about it, it wasnt an item that really required maintenance.
Now we are taxing the ever loving life out of them.

Pro-4s have twice the hp, fly way further and land harder than our koh rock donkeys.
I'm not sure that a limited slip t-case is going to fare well in the rock sections.

It has been a problem. And the solution has been to rebuild the Atlas or replace with some regularity vs. days of yore when you mounted the Atlas and forgot about it, it wasnt an item that really required maintenance.
Now we are taxing the ever loving life out of them.

So I guess, the reasoning behind the Atlas HD gears. Thanks guys, Im not building a KOH rig yet but do have the funds. I have rode dirtbikes and quads since 4 and have been rock crawling since I was 15, (33 now). I want to get into the Texas race series and get some desert under my belt and see where that takes me so this education has been great!

JOSH

Pro-4s have twice the hp, fly way further and land harder than our koh rock donkeys.
I'm not sure that a limited slip t-case is going to fare well in the rock sections.

By the way JR, I hate to be one of those guys:p but I happen to be installing a 4L80 and since yours is so nice I thought I would flatter you my copying your trans mount and building something simillar. You have very nice skills,

JOSH

i know i dont know anything .............but you are going to have a difficult time keeping the front of the chassis connected to the rest of it............

A one way clutch is better in my opinion ,Jess

i know i dont know anything .............but you are going to have a difficult time keeping the front of the chassis connected to the rest of it............

i agree... and how do you get the motor out of that thing? out the bottom?
Body is dead sexy though

i know i dont know anything .............but you are going to have a difficult time keeping the front of the chassis connected to the rest of it............

Yeah I got in that argument with the chassis builder, guess I wasn't very persuasive. The chassis in the build pictures was prototype chassis. The chassis with the body is a little better in that area.

would an open diff awd transfer case work, or is it to much hp....it could be selectable locked/unlocked????????????

Serg

Saw it lined up but didn't see it come throw main pit all night.

Saw it lined up but didn't see it come throw main pit all night.

I was at MM 15 and didn't see them either.

would an open diff awd transfer case work, or is it to much hp....it could be selectable locked/unlocked????????????

Serg

That's what I was thinking?

What took it out?

What took it out?

dont' know but the smell of coolant was strong as we walked by it in the starting line.

Wayne

I am pretty sure I saw it parked before the first road crossing.:(

From there blog they had cooling issues and did not complete one lap. Time to test I figure.

That's what I was thinking?

my lexus tcase has a visc coupler when unlocked and a selectable center diff that of course eliminates the effect of the visc coupler. I installed 3.15 tcase gears installed (from australia.)

these tcases are bombproof and come in 80 series and 100series landcruisers. the visc couplers are only in the 80 series and were only installed for a few years in the mid 90's.

mine sees 300hp, 6500lbs, and 42's all the time without a wimper. but it doesn't see 500hp and desert racing....

last pic is of the visc coupler (part on rt side). it can be removed and tossed if you dont want it in there. beefy part. would this be the ticket?

i have seen these 80 series parts next to a dana 300 and the 80 series parts totally dwarf the d300

I note that campbell and Dave rarely have there front end engaged on there ifs racers in the desert. and the reason seems to be to spare the drivetrain. would a visc coupler and a center diff alleviate these stresses?

That Lexus t-case is sexy! Mine is a Jeepspeed so I am limited to a jeep t-case by the rules. I use a late model 249J and run in full time 4wd and it works way better than the 4-5 231's i have broken. The car is very good in 4wd, way better than 2wd.

the problem with the 80 series case is that it is its own mounting bolt pattern-and its heavy. not a lightweight jeep part:)

the lexus tcase is full time 4WD. there is a part time kit but it deletes the center diff.

the real bad news is that 4wd is not nessisary for the desert racing we do.......once someone builds a badass 6 cylinder trophytruck with some money behind it and a good driver, the class will be dominated......

The sad thing is that class will be dominated by a class 10 car with a v6 if anyone ever decides to do it. Class 10 cars allready beat the 7200's, double the horsepower with some bigger components. Watch out!!

my lexus tcase has a visc coupler when unlocked and a selectable center diff that of course eliminates the effect of the visc coupler. I installed 3.15 tcase gears installed (from australia.)

these tcases are bombproof and come in 80 series and 100series landcruisers. the visc couplers are only in the 80 series and were only installed for a few years in the mid 90's.

mine sees 300hp, 6500lbs, and 42's all the time without a wimper. but it doesn't see 500hp and desert racing....

As I'm from NZ and we basically only have Toyota's, Nissans and other Jap stuff so I'm pretty familiar with 80 and 100 series T-cases. No one in the series I run uses them as the coupler doesn't survive.

The guys that have used the 80 viscious coupler have found it doesn't like the huge variation in speed that happens in a race so it appears in concept they are great but just not really up to the job long term when there is speed involved but will handle trail and slow speed without a problem.

(The case with part-time conversions appears to be very strong)

What I'm building should be under 4000lbs with 600hp and 36's.

The sad thing is that class will be dominated by a class 10 car with a v6 if anyone ever decides to do it. Class 10 cars allready beat the 7200's, double the horsepower with some bigger components. Watch out!!

Yep, 10 car with a body... similar to Tatum's 1 car with a body that won in Laughlin.:smokin:

As I'm from NZ and we basically only have Toyota's, Nissans and other Jap stuff so I'm pretty familiar with 80 and 100 series T-cases. No one in the series I run uses them as the coupler doesn't survive.

The guys that have used the 80 viscious coupler have found it doesn't like the huge variation in speed that happens in a race so it appears in concept they are great but just not really up to the job long term when there is speed involved but will handle trail and slow speed without a problem.

(The case with part-time conversions appears to be very strong)

What I'm building should be under 4000lbs with 600hp and 36's.

what no rovers in NZ???

landrover lt230 is stronger and is used in buggy's here in Oz. They are open diff full time 4wd with selectable locker....very simple/strong and easy to use. can get 3.2,4.1 and 4.8 low range gear sets...1.1,1.4 and 1.6 high range....

As I'm from NZ and we basically only have Toyota's, Nissans and other Jap stuff so I'm pretty familiar with 80 and 100 series T-cases. No one in the series I run uses them as the coupler doesn't survive.

The guys that have used the 80 viscious coupler have found it doesn't like the huge variation in speed that happens in a race so it appears in concept they are great but just not really up to the job long term when there is speed involved but will handle trail and slow speed without a problem.

(The case with part-time conversions appears to be very strong)

What I'm building should be under 4000lbs with 600hp and 36's.

good to know. mine truck is only a crawler-not a racer- and the coupler has survived but most of the time im in low range which locks the center diff automatically and eliminates the coupler.

the real bad news is that 4wd is not nessisary for the desert racing we do.......once someone builds a badass 6 cylinder trophytruck with some money behind it and a good driver, the class will be dominated......

If work and life would just quit getting in the way. :D

This truck looks great. Nice work!!! I have never gotten stuck in my truck, but there sure have been some times I would have felt better with 4wd. Like the silt bed after Laguna Salada. I remember you telling me to just stay away from it altogether. Those words were burned into my brain. I would have slept better the night before if I knew I had 4wd on my side.

there were a lot of stuck pick-em-up trucks there in 09. I didn't dare stop to pull em out, or i woulda been done.

Team MacPhearson did a lot of testing back in the day of AWD T-cases in the Little Mac 7 trucks. They ended up running a Cyclone AWD T-case with high only and a 35/65 front to rear split on it. It had it's own pump and cooler to combat heat. They ran 4X full time and won several championships and Baja 1000's........ On a mostly stock T-case..........

now i know its not the power or abuse that you guys run, but some hotted up rovers : Range Rovers and Defenders have been run in classes in Dakar running the fulltime Tcase....

thinking about it more, im sure if the money was put into it 4wd could dominate.....there were some 2wd bikes runing in proto class about 2 years ago in Paris Dakar.....they where faster than the normal bikes.....

Team MacPhearson did a lot of testing back in the day of AWD T-cases in the Little Mac 7 trucks. They ended up running a Cyclone AWD T-case with high only and a 35/65 front to rear split on it. It had it's own pump and cooler to combat heat. They ran 4X full time and won several championships and Baja 1000's........ On a mostly stock T-case..........

that came to my mind too as I had a Cyclone. The problem would be finding one of those now! I have also had 3 SIlverado SS trucks that were putting some serious power to the ground (one was 550 hp supercharged) but damn those are some big cases.

JOSH

Any word on what actually went wrong? We saw them leave the line, but that was it.

Any word on what actually went wrong? We saw them leave the line, but that was it.



Just an update on the new truck. We had some cooling issues
At the last race. So we didn’t want to push the truck and lose a motor.
To be safe we have put are replacement motor in and having the other check out.


http://i133.photobucket.com/albums/q45/teamsharkattack/7226/40279_1362945999070_1394196162_30846694_1204798_n-1.jpg


Here are some picture of the front and rear diff that summit machine/tsa motorsports Have been working on for the last 1.5 years. We will fill everyone in on how they hold up after we get some more test miles on them.


http://i133.photobucket.com/albums/q45/teamsharkattack/7226/100_0168.jpg

http://i133.photobucket.com/albums/q45/teamsharkattack/7226/DSC_0774.jpg


http://i133.photobucket.com/albums/q45/teamsharkattack/7226/100_0170.jpg

http://i133.photobucket.com/albums/q45/teamsharkattack/7226/100_0176.jpg


Here is the 4.0 motor built by Lee at hesco

http://i133.photobucket.com/albums/q45/teamsharkattack/7226/DSC_0839.jpg


Here are some more picture of the chassis. Yes we are just taken a different approaches with this build than All the other 7200 trucks. It may work or it may not, but that is the fun of trying something different.


http://i133.photobucket.com/albums/q45/teamsharkattack/7226/DSC_0781-1.jpg


http://i133.photobucket.com/albums/q45/teamsharkattack/7226/DSC_0784.jpg


http://i133.photobucket.com/albums/q45/teamsharkattack/7226/DSC_0767.jpg


Here is a picture of the Transmission plate that Hesco design and summit machine went though and cut a lot of WT off and made it look cool


http://i133.photobucket.com/albums/q45/teamsharkattack/7226/100_0004-1.jpg


The accessory panel is a bulkhead that the bell housing of the tranny bolts to. A small drive shaft will attach the motor to the transmission which is set back about 2' from the engine.

Here is a short video of some testing we still have some shock tuning to do. By the end of the day things were getting alot better. But we have a long ways to go before it race ready.

YouTube - TSA Motorsports 7262 (http://www.youtube.com/watch?v=zZlwlHdqrN8)

Here are some picture of the truck from the BOR race.

http://i133.photobucket.com/albums/q45/teamsharkattack/72263.jpg

http://i133.photobucket.com/albums/q45/teamsharkattack/72264.jpg


http://i133.photobucket.com/albums/q45/teamsharkattack/72267.jpg

http://i133.photobucket.com/albums/q45/teamsharkattack/722612.jpg

Here is some testing video from testing out at Jean,NV getting ready for the SNORE BAP next month. We may even run a few BITD 4400 races this year just for fun with the new truck.

YouTube - TSA Motorsports testing at Jean, NV (http://www.youtube.com/watch?v=ElCtDQRc4OE&hd=1)

YouTube - TSA Motorsports 7226 build video (http://www.youtube.com/watch?v=hFFFXUc9_H8&hd=1)

Here is more video from last weeks testing


YouTube - TSA Motorsports Testing at Jean, NV before the Snore BAP 2011 (http://www.youtube.com/watch?v=C1P9HhaepgA&hd=1)