Michael Johnson
Associate Editor, 5.0 Mustangs & Super Fords
January 1, 2005

What are the traits that define a heads-up racer? Is it determination, wealth, talent, or a special work ethic? While some would say it's purely the need for speed, those who are in the heads-up racing game know it takes all the above.

No, we're not saying every heads-up racer is independently wealthy. But it does take a lot of money to be competitive in any sanctioned race class, especially the heads-up classes, because you have to keep spending money to stay with-and hopefully outrun-your compe-titors. Heads-up racers must have the determination to always go faster than their last pass. They also must have the money to build the car and then get to the track, which is sometimes two, maybe four days away.

A heads-up racer must have the talent to get off the Tree, bang the gears, and stay in it to win races. They must also possess a special work ethic in order to stay up all night repairing what they broke staying in it a little too long.

Of course, if you're reading this you probably have the same need for speed that heads-up racers are inflicted with. It's just that the rest of us don't have some of the characteristics we listed here to take it to a national stage.

One NMRA racer who has each of these traits-except for the wealth, that is-is Teddy Weaver. Teddy races his '88 GT in the NMRA's Pure Street class, and he started out just like the rest of us.

"I purchased [the GT] in the summer of 1996," says the Stafford, Virginia, resident. The car was stone-stock save for performance mufflers. Teddy's stepdad, Henry (who also bracket-races Fords), taught him how to powershift. "What a mistake that was," Teddy says, as he apparently scattered his share of drivetrain components while perfecting his technique.

Probably from wearing out the original engine and transmission, in 1999 Teddy and Henry worked together to build a new engine for the car using Trick Flow Twisted Wedge heads, an Extrude Honed Cobra intake, long-tube headers, and a C4 transmission. The car ran a best of 11.70s in that trim, and after attending the Ford Fever Classic at Maryland International the next year, Teddy was hooked on heads-up drag racing. He went on to win the event in 2002 and was runner-up in 2003 to another NMRA regular, Rich Groh.

It was after his '02 Ford Fever victory that Teddy decided to go national with his racing exploits, and the NMRA Pure Street class was a natural fit. "I hooked up with Ed Curtis to get a cam and valvetrain," Teddy says. Ed massaged the aforementioned heads and intake to get the car ready for Pure Street action prior to the '03 season. "The start wasn't great, with 11.60s at Bradenton," Teddy says, "but we went 11.20s at the next event in Georgia." Teddy and Ed knew the car needed improvement, with one such area being the short-block. That June, Ed installed a new short-block featuring lightweight components underhood.

Even with the newfound power on board, Teddy says the car wasn't hooking at all. He took it to Autofab Racecars in Maryland to check things out. It turns out the car had a bent axle tube and a twisted frame. Autofab redid the car's suspension and added a new cage with through-the-floor subframe connectors. "A quick run at Maryland International Raceway yielded a 10.92," Teddy says. "We were very happy to break the 10-second zone."

At the next NMRA race at Atco, New Jersey, the car ran a best of 10.88. Teddy bent a couple valves in the process, which he wouldn't discover until after the end of the '03 season-ending race at Bowling Green, Kentucky. But he finished Fifth in points for 2003. "A Fifth-Place finish in points in my rookie season was more than expected and was a big highlight in my life," he says.

With high hopes for 2004, Teddy's GT has been plagued with electrical/ computer problems for most of the year. He and his crew are working on it, however. As does every other heads-up racer, Teddy will work on fixing the problem until he gets it licked. That's the case with heads-up racing.

Tech Specs

ENGINE AND DRIVETRAIN
Block Stock 5.0
Displacement 306 ci
Rotating Assembly Scat crankshaft,
lightweight rods, CP pistons,
low-tension rings
Camshaft Comp Cams, Flowtech Induction custom specs
Heads Trick Flow Twisted Wedge
(Flowtech Induction-ported, 2.02/1.60 valves), Scorpion roller rockers
Intake Holley SysteMAX II
Throttle Body Edelbrock 75 mm
Mass Air Meter Pro-M 80 mm
Fuel System Cartech fuel pump, rails,
and regulator; Earl's lines, FRPP 42-lb/hr injectors
Exhaust Kooks headers, Dr. Gas X-pipe,
Flowmaster mufflers w/dumps
Transmission TTC-Tremec TKO
prepped by Pro Motion Powertrain,
Spec clutch, Pro-5.0 shifter
Rearend 8.8 by Auto Fab Racecars,
Auburn lightweight spool, Strange axles,
4.56 gears

Electronics
Engine Management FRPP EPEC
Ignition MSD Digital 6, MSD Blaster coil, Moroso Ultra 40 spark-plug wires,
Autolite plugs
Gauges Auto Meter
Suspension and chassis
Front Suspension
K-Member QA1
Control Arms QA1
Springs QA1
Struts QA1
Caster/Camber Maximum Motorsports
Brakes Aerospace Components
Wheels Bogart Drag-On Fly Stars
Tires Goodyear
Rear Suspension
Springs Afco
Shocks Strange
Control Arms Metco Motorsports
Solutions upper and lower control arms
Brakes Stock
Wheels Bogart Drag-On Fly Stars
Tires Mickey Thompson E/T Drags
Rollcage AutoFab chrome-moly
Chassis Stiffening AutoFab through-the-floor subframe connectors