Whats up out yonder at the Tarr Ranch??

Two Tarr boys out on the farm and an ol roadrunner itching to be Tarred! whats next? Reesen at the wheel, with brother Keaten gaffing the videography. Well i can tell you this much 100% Boys with toys and what they can come up with to curb that need for speed!! LOL good Job Boys!

Latest article from Joes Racing "Under Pressure"

Emotional pressure to find speed will be reduced if you manage your tire pressure with a plan. Every set up out there relies on the contact patch and getting the desired pressure at the point the rubber meets the road. Several important factors need to be considered for optimal tire pressure.

To achieve precise tire pressure readings you must have an accurate tire pressure gauge. Starting with the right gauge is paramount. Nearly all gauges are more accurate in the center of the range. For example; a 30 PSI gauge is going to be most accurate between 10 and 20 PSI. It will still work at 5 or 25 PSI but the percentage of error increases. For a 60 pound gauge you will get good results between 20 and 40 PSI. Just as before it will work fine at 15 or 45 PSI but the accuracy percentage goes down.

Racing Tire Gauges with a Glow in The Dark dial face are a big advantage when it gets dark. There is a difference in glow coatings and better quality gauges have coatings that glow longer. You can recharge a Glow in The Dark Gauge quickly by placing it near any light source.

Since accuracy is best in the center of the range, you should choose a gauge that fits the pressure ranges for your type of racing. Gauges found for $10.00 dollars at the local auto parts store are designed for passenger cars and their percentage of error is too high for racing purposes. If your passenger car has 30 PSI instead of 32 PSI it is really not too big of a deal but on a racecar 2 pounds would be the difference between winning and kissing your sister. Choose a quality gauge that has less than a 2% accuracy tolerance. Obviously, better accuracy allows your team to slice information for repeatable performance.

Larger tire pressure gauges such as this 4" gauge offer more accuracy. Larger gears allow for precision machining and the larger dial creates more resolution and better viewing angle. Rubber bumpers should always be included with racing tire gauges.

Digital Gauges

A quality digital gauge can give you better resolution yet you can be fooled by the digital display on a low quality version. Low quality digital gauges may post a number on the display but the accuracy must be supported by quality sensors for the display reading to be reliable. Digital gauges should have a backlight for easy night time viewing and the numbers should be large and easy to read. Digital, by itself, does not guarantee that the gauge will be more accurate. You may find a practical improvement as digital gauges remove the variable of viewing angle. Analog gauges can add to accuracy percentage error due to the viewing angle - the individual user’s interpretation of the needle verses the printed hash mark can cause a variation in results. A quality analog gauge will have minimal viewing angle error.

Digital Gauges can provide more accuracy but digital alone isn't the only factor. Quality racing gauges like the one shown is very accurate. Gauges with sensors designed for passenger car use are inexpensive but their low quality sensors are less than the standard required for racing.

Paying more for one digital gauge verses another does not guarantee accuracy but it can be a factor. There can be an accuracy correlation to gauge head size. If the display is very small then that could be a clue that the electronics contain low cost sensors. Digital sensors intended for passenger car use simply do not provide the resolution needed for racing. If a digital gauge rounds to half pound or even full pound you most likely find improved accuracy and quality with a gauge that reads in 1/4 pound or better digital increments.

Analog Gauges

For analog tire pressure gauges you will find many options. Gauge faces that have Glow in The Dark coatings are a big help when it gets dark. There is a difference in coating quality so take note of the manufactures that utilize longer lasting Glow coatings.

Analog gauge head size is a factor in assessing quality. In general, a 4” gauge will be more accurate than a 2” gauge. Larger mechanisms typically have more precision as the larger gears have the mass for easier machining. The longer throw on a 4” pressure mechanism offers smooth and steady needle movement resulting in improved accuracy as compared to a 2” version. With a larger gauge face the needle is easier to read and interpretation error is reduced as the larger circumference provides an expanded scale and improved visual perception of the enhanced scale graduations.

Liquid Filled Analog Gauges

There is a myth that liquid filled gauges are better. The mere presence of liquid does not ensure better quality. Liquid filled gauges may or not be good quality but the liquid alone is not the factor that guarantees accuracy. Liquid filled gauges work great to reduce needle vibration. If a gauge were to be mounted on a machine that vibrates then the liquid would help to reduce needle shake or bounce. Since tire pressure gauges are not used in a setting where vibration is an issue, the liquid serves only as a gauge damper. The liquid does absorb shock as the needle movement is controlled during gauge inflation. This dampening effect is desirable. Quality analog gauges have internal dampening systems without using liquid. Liquid is one way to provide dampening but dampening methods that do not utilize liquid are equally if not more effective.

Tire Gauge Care

Regardless of the type of gauge you use, it pays to take proper care of your precision tool. All racing gauges, whether digital or analog, should have a rubber bumper for protection. Ideally, you would never drop a tire gauge. Dropping tire gauges even one time can cause accuracy error potentially voiding the manufactures warranty. If you drop a tire gauge and that does not a rubber bumper then the shock is transmitted directly through the analog mechanism or digital sensor. Permanent damage can be the result. Rubber bumpers on tire gauges of any type are a must.

Using tire gauges properly is as important as selecting the right gauge. Over pressuring the gauge can and will damage your gauge. Let’s say a racer purchased a 30 PSI gauge to be in the center of the range for racing tires. On the way to the track the racer’s trailer gets a flat and our racer uses their racing gauge to check the trailer tires. The subsequent 60 PSI pegs the needle. In an instant it is more than likely that permanent damage has occurred to the racing gauge and the over inflation has destroyed the calibration. Care must be taken to not over load analog or digital gauges even one time. Tire gauges are precision instruments. Racing tire pressure gauges lead a hard life and the rough treatment introduces a decline in accuracy. Storing gauges safely during transport and on race night will provide for better long term performance.

Calibration

Many gauges have a fixed calibration and can not be calibrated in the field. Fixed calibration is held nicely for long periods of time if gauges are not dropped and are used within the required range.

If you have a gauge that can be calibrated you need to take it to a certified testing house or send it back to the factory for periodic calibration. Neither of these options is ideal. For racing purposes the most practical method is to simply purchase a second gauge and store it for the sole purpose of checking the calibration of your main gauge. Upon purchase – compare the two new gauges on and verify that they obtain the same reading on the same tire. If there happens to be a small difference simply record the difference and periodically verify that the gauge you use matches your master gauge and the original comparison. Use the master calibration gauge only for testing. Keeping a test gauge as a master is the most practical way to verify the accuracy of the gauge you rely on. You can compare your master gauge against you track gauge weekly as part of your set up routine.

If you use two gauges on one tire and both gauges give you the same result it is likely that they are accurate. While possible, t is unlikely that two gauges would be off by the same amount.

Adjustment

You can use tire pressure and your accurate pressure readings to adjust your car. For Bias Ply tires the air pressure can be adjusted to help your car get through the turns. Thinking out the adjustment options can help you maximize practice time or provide handling adjustability during pit stop races.

Using an accurate tire gauge will help you match your contact patch for adjustability. Thinking about how air pressure affects contact patch size, stagger and sway bar load will give you more options to find the fastest set up.

It has been my experience that you can not stretch bias ply tires so it is important to buy tires that are the right size to begin with. Crews sometimes over inflate tires in an attempt stretch them. Measurements taken right after a tire is over inflated can show a larger circumference. The reality is that as soon as the tire gets hot the tire tends to return to the factory size. Consistency in your pressures at each corner on the car is critical too. Adding 5 pounds above your standard pressure to the RR in an effort to meet your stagger numbers is not recommended.

With Bias Ply tires I recommend staying within 2lbs of your standard per tire to dial in stagger. If you can’t get to your desired stagger within a 2 PSI window then your pressure and spring rate changes will be so dramatic that having the right stagger will not overcome the pressure induced spring rate changes. Over inflated tires create too much heat and premature wear. Check your tire sizes after mounting them and if they are not the right size then ask your supplier for another set. I am more likely to drop the left side tire pressures to help with stagger adjustments verses over inflating the right – it is a balance but over inflated tires do heat up in the center. Over inflation can cause over heating and stagger variations so it should be avoided.

To help your car handle here are some Bias Ply pressure tips

Car is loose everywhere:

Add Pressure to the RF which loads the sway bar for more cross weight. Drop Pressure to the RR which reduces stagger, adds cross weight, and makes the RR footprint larger for more grip.

Car is loose off:

Reduce pressure at the RR which makes the RR footprint larger for more grip, adds cross weight, and reduces stagger.

Car is tight in the Center and Loose off:

Drop the LR tire pressure. Drop the LF Pressure. The added rear stagger will help the car turn in the center. The larger LR footprint will help on exit. With both left side pressures being lowered the cross weight change will be minimal. The larger LF footprint will create more grip in the center helping the car to turn. Cars that turn better in the center have a better angle for the exit so often curing the center automatically improves exit issues.

Air pressure on bias ply tires is fine tuning tool and the adjustments work best when the car is already handling well. Fine tuning can be achieved and pit stop adjustments are more beneficial if your tire pressure gauge is accurate. Proper care and selection of tire gauges is the key to producing race winning accuracy.

Go Forward – Move Ahead

Jeff Butcher

Courtesy of JOES Racing Products

2/5/10

INSSA Meeting

The Party Transport is open for business

Announcing the endorsement and support of Travis Swift and his crews' latest business venture, here's to the success of their new endeavor - The Party Transport.

The Party Transport Shuttle debuted in a little coming out party today at the Driver's meeting for all to check out. I recieved A nice little pre-tour with Travis. Wow guys!! Well done!! Quality workmenship and attention to details were evident both inside and out. The Party is on!! Let me tell you,the instant you walk aboard, luxurious setting with an obvious race enthusiast's touch, right down to polished diamond plate drinkholders, storage for chilled beverages and even A classic popcorn machine. Not to mention A high-end media system that, when Travis lit it up, literally had the power to bump you right out of the bus in crystal clarity. The only thing I forgot to ask him to demonstrate was the Cash Cab on steroids lighting system, but photos of it in action lead to quite the show to behold.


Kodiakweb is going to add a little touch to the Swift operation, The Party Transport/KodiakwebRacing.com HD In Bus Cam. This time our cams are directed at the happenings inside a vehicle.


Not only will the system serve as a possible liability "truth teller" for business security, but each trip the party bus client's night to shine in their activities and hilarities will be available for them in true color hi definition fun footage to share forever on a professionaly produced and packaged lightscribe DVD (at their request of course) lol Even we know some nights on the town are better left forgotten.


Look soon for an upcoming website for Party Transport to facilitate info to getting you safely through all your night's on the town intact and DUI free. Not to mention a record of all the fun experienced on that special night.

The Trading Post is open for business

KodiakwebRacings Trading Post is opening today and can be visited by the now active Market button on the navigator, we will be open beta testing the format and changing the program on the fly,and we encourage all of you to check us out and give us your input on ideas, functionality as well as your participation,We will not be charging for this purpose as long as we deem it non commercial, We do however offer commercial listings within the site contact admintradingpost@kodiakwebracing.com

Thanks to all of you our Fans,Clients and friends

KodiakwebRacing.com is what it is today,

thankyou all for your continued support.

Michael

Announcing and introducing the Fans of Fast!! RacingIn.com

One of the fastest growing racing networks nationwide and KodiakwebRacing are now joining forces to use their combined efforts to unite driver's,promotors and fans alike to share in their experiences,news in racing and propigate the sport in a positive and creative manner.As you know we specialize in racing media,and we are proud to announce that RacingIn.com will be utilising our films on their innovative race map.This system incorporated in the RacingIn.com website is one of the most original tools I've seen come down the pipe, A State clickable that when activated,brings up a database of tracks residing within, each tracks information, loacation and pertinants at your fingertips.


Racingin.com offers to it's Users personal webspace,forums,inter-comunication and sharing between members as well as guidelines and articles within to help a Driver promote ones self.We look forward to a long running successful venture working with the site.Signing up is a breeze and the tools provided are easy to use.All of this is offered free by RacingIn.com,we encourage you all to check this site out,built by racers for racers and the fans and promoters of fast.

Welcome to KodiakwebRacing.com

The Letter Jackets And More Store,We would like to announce our newest addition to the KodiakwebRacing.com list of Sponsor and Supporters,Local business support is what we are all about, it's an honor to have them aboard, These people have been on it and enthusiastic in helping Kodiakweb Racing Step it up a notch in 2010 bringing our fans news from their favorite drivers and race events. Let alone the fabulous work allready completed on our Team Jackets.Welcome aboard.

The Letter Jackets And More Store
(509) 413 - 1152
2302 N. Argonne Rd. Suite B
Spokane Valley, WA 99212
same quality, same styles, same service, with an alternate location to serve you better!!
Click here to visit our online Store front

Roll Center Magic

Go Forward – Move Ahead

Submitted by:

Jeff Butcher
JOES Racing Products


Below is the condensed text version of the Roll Center Magic Tech article. For the complete version with drawings and supporting photos visit acceleratingperformance.blogspot.com




Dialing in your Front Roll Center could be the magic difference that makes your car prevail in the center of the turn. But, is it really magic? I think that many times we over analyze Roll Center when really it is just another adjustment. We throw springs at the car and make shock changes. We adjust the bite and stagger on a whim. Changing the Front Roll Center at the track is crazy talk – or is it?


For perspective – we often move the Rear Roll Center in a care free trial and error fashion. If the car is loose it is common for teams to simply move the Rear Roll Center down by lowering the panhard bar or j bar an inch or two. Teams on TV or at your local Saturday night track move the Rear Roll Center just for fun and then move it back if the driver doesn’t like it. We move the Rear Roll Center up and down and really do it with out over thinking.


When it comes to the Front Roll Center - it seems we have to consult witch doctors from Zimbabwe before we can think about making a change at the track. The misconception is that if a team were to change the Front Roll Center at the track then an ancient taboo would curse the team for the entire season.


Really, Front Roll Center adjustments at the track are easy if performed with a little thought and reasonability. There is no mystery and while we are happy to move the Rear Roll Center all over the place we seem to be afraid of Front Roll Center adjustments at the track. In actuality, you could consider lowering the Front Roll Center at the track to rid the car of a nasty push just the same as you would raise the panhard bar or j-bar to cure the condition? Really - you can. Just do it. If the driver likes the change then your team has found some new speed – if not then undo the adjustment with the same amount of thought as you put into moving the j-bar/panhard bar.


To help us become okay with making Front Roll Center trackside changes it pays to have a basic understanding of Roll Center both front and rear. Rear Roll Center is easy to understand as there is a physical part such as a j-bar or panhard bar for us to see. The Rear Roll Center is easy to calculate. Rear Roll Center is the average of the inner and outer mounting point heights at the center of the left and right mounting locations. Rear Roll Center may be easy to understand but in the end we just move it to adjust the car and then move it back if the driver complains. So simple.


The Front Roll Center can be confusing because on paper there are a bunch of lines going every which way. When the car goes through dynamic roll the lines go crazy as the pivot points move quickly which can give racers a headache – static front roll center is hard enough to comprehend but the data gets insane when you roll the chassis. But – what if we simplify the way we think about Front Roll Center? What if we view Front Roll Center like we view Rear Roll Center?


To simplify the Front Roll Center thought process it helps to understand the creation of the so called magical point. Front Roll Center is a calculated point verses a physical place. To find it you must first locate the Instant Center both left and right.


The RF Instant Center is found by drawing a line through the center of the RF upper A-Arm ball joint extended out though the center of the A-Arm inner pivot point on the frame. Another line is drawn from the RF outer ball joint center though the lower control arm frame pivot. The lower control arm line is extended out until it meets the upper control arm line. Where these lines intersect is called the Instant Center. The LF Instant Center is found in the same way.


After the Instant Centers are located you can now find the Roll Center. From the RF Instant Center you draw a line back to the RF contact patch center. From the LF Instant Center you draw a line back to the LF contact patch center. Where these two imaginary lines cross is the Roll Center.


Car designers spend a ton of time figuring out mounting points and control arm lengths to come up with their idea of the optimal Roll Center. That said – Roll Center is just a point in space and there is little preventing you from moving the Roll Center around to find more speed. Sure, you shouldn’t go crazy but you can make reasonable and common sense adjustments quickly at the track.


For example – let’s say your car has a push and you tried raising the Rear Roll Center to free the car up. The driver didn’t like the change and now you want to try something else. You could adjust the bite, add stagger, soften the RF spring etc. OR – you could lower the Front Roll Center. You could just change the Front Roll Center by thinking out the variables just like you do at the rear. At the track, you could simply raise the RF A-arm inner pivot point. Raising the RF inner pivot would move the RF Instant Center down resulting in the Roll Center moving down and over to the left. The result is similar to having a softer RF spring through the timing of chassis roll.


In order for the Front Roll Center track adjustment to be practical, it pays to worry less about the detail of the specific Roll Center location and focus on the Instant Center and your goal for the chassis adjustment. If you use a RF A-Arm frame mounting plate that is slotted for height adjustment you can use slugs to ensure you have repeatable and documentable changes. The idea is that you when move the rear roll center down a half inch you have something solid and repeatable to record in your set up book. For the Front Roll Center adjustment you can simply record that you moved the RF inner A-arm mounting point up a half inch with a slug. By understanding Roll Center and all the magic lines you can use your understanding to simplify the process at the track allowing for easy and practical changes. Changing a slug is pretty easy for a trial run and it is easy to repeat. If the driver doesn’t like the adjustment you can simply bolt the original slug back in and look for the next piece of hardware to move in your quest for more speed.


When would you try raising the RF A-arm pivot which results in a lower Roll Center? All adjustments are about timing. When and how does the car roll and what effect can we have on the timing of the chassis roll to make things occur at the right point in the corner? The ultimate goal of knowing the specific time in the corner to have the suspension move is the ultimate set up secret. If we truly knew how and when things move in the corner we would always have the fastest car! Since we don’t truly know - we gather all the information we can find from drivers, pyrometers, data acquisition or whatever and apply our experience to cut down the trial and error process. Even the guys on TV, that have unlimited access to money and engineering, are still in the position of using trial and error.


You can think about a trackside Roll Center adjustment if you wanted the car to experience stiffer front springs under braking yet have the front springs feel softer in the center of the turn. In the end – your decision making is just like the rear roll center process. When do you decide to move the rear j-bar up or down verses making a spring change? A Front Roll Center adjustment thought process is basically the same thing. Just move it!


We can easily move the upper pivot point of the front A-arms to reach a desired goal. Again, trial and error is part of the equation but the mystery of the Front Roll Center shouldn’t stop us. Moving the A-Arm pivots at the track is easy if you have the right hardware. Slotted A-plates and slugs work great.


Raising the RF A-Arm inner pivot lowers the Front Roll Center and moves it to the left. Negative camber is reduced and may need to be reset.


Lowering the LF A-Arm inner pivot raises the Front Roll Center and moves it to the left. Positive camber is reduced and may need to be reset.


Raising the LF A-Arm inner pivot lowers the Front Roll Center and moves it to the right. Positive camber is added and may need to be reset.


To further illustrate the point, I think that Front Roll Center is a design parameter that involves plenty of engineering and thought. I also think that if you have a basic understanding of Roll Center geometry that you can short cut the thought process at the track and simply focus on the LF and RF Instant Centers. At the track – you can easily visualize the effect on the RF instant center if you raise the RF a-arm inner pivot ½”. At this point in time you car is already “engineered” and you can just make the adjustment. By focusing on the Instant Centers you can readily make repeatable adjustments without having to worry about a bunch of imaginary lines. You can understand Instant Centers and their location quickly and easily. The reality is that Front Roll Center is simply a derivative of the Instant Center locations. Instant Centers are simple even through dynamic roll. Why complicate your trackside thought process with imaginary lines? Save the heavy thinking for the engineering room. At the track - just give it a try!

Pacific Northwest Team Returns to Turkey Night with High Hopes

Source: AJB MM


Victoria, B.C., Canada (November 23, 2009) – Monte Zema Racing with driver Chris Schmelzle will take their Talcore Walls and Ceilings sprint car to the famed USAC Turkey Night Grand Prix to be run Thanksgiving evening, November 26th, hoping to build on their combined previous experiences at this exciting event.


This year will mark the 69th running of the USAC Turkey Night Grand Prix and the Champions list reads like a who's who of open-wheel racing including: Bill Vukovich, Johnny Parsons, Tony Bettenhausen, A. J. Foyt, Parnelli Jones, Gary Bettenhausen and Jason Leffler.


In 2004 the native of Victoria, B.C., Canada, Schmelzle, driving the Lejeune Performance and Fabrication house car, drove his way to an impressive third-place finish against a stellar field of competitors, including NASCAR Sprint Cup start and previous Turkey Night Champion, Tony Stewart. "We debuted a new car at that event and were really pleased with it throughout the weekend. We went into the main event confident and were able to keep the car under us as the race progressed. We made a great run at the end of the race and if it were another few laps we may have even been able to contend for the win," recalled Schmelzle about the podium finish.


Zema and Schmelzle teamed up to run last year's event and it appeared through the first few practice sessions that they may have a car to compete with. "At an event like this you have to be cautiously optimistic. It is awfully hard for us to run one USAC National event on the year and be as competitive as those that run with this series consistently; it serves as a great measuring stick to see how good you and your team are," commented Schmelzle. After a promising day of practice, the motor on #25 Zema Racing sprinter experienced some gremlins as the team headed into qualifying. After starting the event at the back of the field it appeared that Schmelzle may once again be able to move forward, but experienced a mechanical issue which sent the Lejeune Sprinter to the pits prematurely.


In 2009 Schmelzle focused on his dirt sprint car program campaigning throughout the Northwestern United States at Skagit Speedway and made the trip to the 2009 Knoxville Nationals.


The Zema racing team ran the entire ASA/NSRA Winged Sprint Car series schedule in 2009 with rookie driver Greg Ochs behind the wheel, finishing sixth in the final point standings.


Now Zema and team are looking for a little redemption at this year's event. Schmelzle shared this, "We've run up front at this event before and I think we have a great package with Monte's (Zema) team and equipment and I hope that we can position ourselves to run in the top-5 again. We think we're ready, it should be an exciting week down in California."


For more information on Chris Schmelzle please visit: www.ChrisSchmelzleRacing.com
For more information on the Turkey Night Grand Prix visit: www.ToyotaSpeedwayatIrwindale.com

Sim Racing Debut with KodiakwebRacing And MCT

We Are in the final stages of getting everything ironed out with the MCT Guys, The sim itself is very flexible,we will be testing all week,here's some links of interest,and i'll also post to this Article as we go.i will be hosting the nessasary file's,for our people to get involved.any questions give me a shout.
Michael
admin@kodiakwebracing.com

look here for the files,the nascar 2003 folder is within and everything you need to get installed is there as well,

How to Install Nascar Racing 2003

posted on: Wednesday, November 11, 2009 at 11:09:47 PM
author: Kevin England
THESE INSTRUCTIONS ARE ONLY APPLICABLE IF YOU GOT THE GAME FROM US.
Installation: Close all other programs before you begin installing NASCAR Racing 2003 Season. Place the DVD-ROM in its drive. The installation process should begin immediately. If it doesn't, click on the START button and choose RUN. Type D:\Setup (substitute "D:" with the correct drive letter of your DVD-ROM drive if it's different) and choose OK. The installation will now begin.

Enter the correct CD Key (RAB2-RAB2-RAB2-RAB2-8869). After a brief system test is performed, you must choose the destination hard drive and folder location for your NASCAR Racing 2003 Season program files. Use the default drive and folder presented, or click on the Browse button if you'd prefer to install in a different location.


When the basic installation process is complete, NASCAR Racing 2003 Season will test your video card?s capabilities. Choose a 3D acceleration format (renderer), a display adapter, and a graphics mode, and click the Finish button to begin the test. You can reconfigure these settings at any time from inside the game by going to the Main Menu and choosing the Configure 3D Graphics option. From outside the game, use the Windows START button to open the PROGRAMS folder that contains NASCAR Racing 2003 Season, and choose the Configure 3D Graphics option. Alternatively, you can open the MY COMPUTER window on your Windows operating system and then navigate to the game folder and double-click on the "Config.exe" file.


Microsoft Vista Users ONLY, you will need to turn off Data Execution Protection. Open a Command Prompt by going to your start menu and typing in CMD, and then hold down CTRL SHIFT and press ENTER.
Now type in the following command: bcdedit.exe /set {current} nx AlwaysOff
DO NOT START THE GAME YET, PLEASE INSTALL PATCHES, MODS AND TRACKS.
PERFORM THIS INSTALLATION AFTER INSTALLING THE NASCAR RACING 2003 SEASON GAME.


Close all other programs before you begin installing NASCAR Racing 2003 Season Patches, Mods and Tracks. Place the DVD-ROM in its drive. If the game installation begins, just click QUIT. Go to MY COMPUTER and located the DVD drive you inserted the game into. Right click on the drive and select EXPLORE.


Open the folder labeled PATCHES MODS AND TRACKS located on your NASCAR Racing 2003 Season DVD-ROM. You will need to install these file in order, to make things easier each file is labeled in order, starting with 01 Update 1_2_0_1.exe and ending with the last step 11 NR2003 Short Tracks.exe.


Installation Order
01 Update 1_2_0_1.exe
02 Cup Damage Fix.exe
03 GNS Mod.exe
04 GNS Shadow Fix.exe
05 CTS Mod.exe
06 Outlaw Late Model GNS.exe
07 Whelen Modifieds GNS.exe
08 Late Model V2 Mod.exe
09 Hobby Stock Mod.exe
10 NR2003 NO CD Patch.exe
11 NR2003 Short Tracks.exe

http://mct-srl.reddogracing.net/
http://www.tiresoak.com/

Austin Motorsports Ousted

The contract between Spokane County concerning the management of Spokane County Raceway,does not seem to have been met,Spokane County will be holding an emergency session this afternoon,officially terminating Austin Motorsports from any interests with the track and County,as well as preparation to seize control/winterize and discussions to secure new management,and balance the budget of outstandings.We all hope this is a move towards a positive outlook for the 2010 racing season. Racers and Fans we are all going under the microscope again, I hope that we can all be of one thought on this and maintain a positive light on Racing in the inland NW. To secure Racing in all its forms with the reputation it deserves in Spokane.As far as future plans, the county will start winterizing the track Friday. They say there's been at least three companies who are interested in managing it. And they want to have someone picked out by the end of March.




Yesterday at 5:36pm

Welcome new supporters of KWR and Travis Rutz is on his way home!!!

Just in Andrew Kunas has informed us that Travis Rutz is being transported back home. In his words: Andrew Kunas: Travis was transported from Indianapolis back home to British Columbia, awesome...


in other news,
Kodiakwebracing would like to welcome:

Washington Rigging and Supply

NW Racechat

Joes Racing

These guys support us in many ways,this is what keeps Kodiakwebracing.com Rolling,for just $19.95 a month you to can get your business or orginization name out there on the front page of KodiakwebRacing.com,we also offer 5 second flip it ads for just $9.95 a month on the front and close of our video productions.As well as sub page Sponsorship ads for just $14.95 per month.your art, or we will produce one for you for a one time fee of just $5.95.

KodiakwebRacing see's over 30,000 viewers a month and is expanding services and content each week,Speed event, and sports minded people.All enjoying our news and productions,we are very select in what we run,and can target your advertising needs.You can be sure that being associated with KWR that your product will be secure in reputation and broad coverage.

join The KodiakwebRacing.com team today

Information and Cooperation at its best NWRACETALK.COM

We would like to thank Kelly Hart for inviting us to join NWRacetalk.com.We met Kelly briefly over at the Yakima fall classic this year while covering the event for our little website as well as runningone of our Hi Def Incar cam ystems with the # 93 Super Stock driver and I.N.S.S.A. champion Dave Garber.By the way Yakima that was hands down the best racing both days we have had the privelage to cover this year.That includes our own Idaho 200 as well as our personal favorite the Montana 200.speaking of which we would like to thank Steve Conduff for all the access provided to our staff all weekend.

We would also like to extend a big thankyou to Ephrata Raceway Park this year.We were elated to be their guest during the Winged and Wingless Sprint Cast Iron Nationals held there on September 6th, I have to hand it to the Staff there,the event had originally been scheduled in the Spring which had rained out.the weather on the reschedule threatened of and on all day with high winds and large periodic squalls'.The ERP crew worked hard at getting and keeping the track conditons up to snuff all day and really got the job done .The Witte family were very accomidating and fun hosts' Steve even shot their winshots for them.

KodiakwebRacing in and of itself is A Driver/Race marketing company,A division of Kodiakweb HPC a high end personal Computer production and Network service company.Racing is our passion and the extension just fits for us.We are Staffed by myself,Lisa Peaker,Steve ReynoldsAnd just brought on a west side reporter and photographer Wayne Mclean.

KodiakwebRacing Sponsors Several inland NW racers,I.N.S.C.A driver and 2007 champion Tony Berry who secured second in pts for the 2009 season,and just recently drove a tough race in Hermistons Colombia Speedway securing second with some very big dogs in competition. Limited Late model driver Darryl Carrilio "The Crazi Taxi" who just finished his season with the I.C.A.R. division securing a solid 3rd in points, and also drives for us in a Bump to pass division at Stateline Speedway where he is always a force to reckon with.I.N.S.S.A. Driver Rusty Webb,Rusty is running a newly purchased ride and towards the end of the season had some down time due to back surgery,but early on this past season Showed great promise running tough at Spokane County Raceway,as well as the Idaho 200and early I.N.S.S.A eventsLate model driver and the 2008 I.c.A.R. Season Champion Nathan Fleury ran a limited season and is in between rides,but whatever he gets behind we are confident he will be very competetive and look forward to getting him there.We also sponsor three Roadrunners, A Hobbystock and a Fever 4 out at Stateline Speedways Wednesday Night Fever class,one of our first sponsored drivers

Treven Tarr.Treven comes from a whole family of Racers 6 in all,Some of you may remember Matt his father from many a class and Race track who still climbs behind the wheel when he's not keeping cars together for one of the boys,and no he hasnt lost a step in his abilities.Last season Treven brought us home A Hobby Stock Championship,and was very successful in his other two classes.This year Treven came on pretty strong early on in a new Fever,but Trevens driving style drew a lot of attention resulting in a few black flags costing him points.Trevens probably one of our most natural born drivers,A definate Dale Earnhardt in the making.He'll go far and has the fortitude to withstand the pressure amongst competitors and officials.We are proud of every one of our drivers this season they all chalked up one heck of a record.carrying our logo around the NW. We enjoyed bringing their storys and films to fans and families alike.As well as many other fan favorites including Dave Garber and Jack Morse of I.N.S.S.A.,Mark Weaver and Tim Sawyer of the Northwest Modifieds,Travis Cox of the Stateline Speedway Bump to Pass group,Tragically we lost Travis in an Auto accident mid season.It was an honor to help produce the Travis cox memorial Race,Literature,Video and memory Vinyl for family,friends and fans. All of the above honored us by giving us the opportunity to ride along with them documenting their races with our HD InCar Cam systems,and video productions.The 2010 season will be upon us before you know it,we look forward to gearing up and doing the same,but even better with even more advanced systems,A larger race coverage area,and a larger staff to get it all done.In the mean time we are pouring over 500 gigs of video stock and close to the same in still image stock to tide you all over till 2010 kicks off.And more then likely will be seeking anything that has a motor and winter race's,including winter Cart series,Aviation news and events,to bring the KodiakwebRacing.com perspective to fans and friends alike.Check our website often for updates on those endeavors.We are also looking at hosting an online racing simulation to keep everyones Race fix on.we'll keep ya posted on that project.

Yakima Speedways Fall Classic 2009 Super Stock Main Part 1

September 26th 2009 The R.O.C. 99

Last I.C.A.R. race of the season,
the Russ Osborne Challenge 99
September 26th 2009
Stateline Stadium Speedway
Posted by Staff@Kodiakwebracing.

Slow Russ Osborne Down
"Are you kidding me?"


Russ Osborne. 45 years old. Single. Two children. Owns a house on the South Hill in Spokane, Washington. Owns a 5-bedroom house in Las Vegas, Nevada. Owns a cabin in a secluded bay on Lake Couer d'Alene, Idaho. and drives late Model Race Cars as a passion. Sounds like a pretty successful life. Let me tell you, I think he's earned it.


What is different about Russ? Not much. Russ was a normal, very athletic child and the youngest of five boys. Enjoyed all sports and even played baseball and became a semi-professional hockey player in his teens. At the age of 15 years old, Russ was playing semi-professional hockey and loving life. His world was changed in an instant. Playing the sport he loved and excelled at, Russ was involved in an accident in which his hockey helmet and safety measures, failed to protect him. Doctors didn't give a lot of hope for Russ, and he lay in a coma for four months. Upon awakening, he found that he had suffered multiple fractures of his face and skull, as well as collarbone and shoulder injuries, all this and he was informed that he would be partially paralyzed on his right side and probably never walk again, let alone participate in any sport again. Through years of surgeries and grinding physical therapy sessions, Russ was determined to not let this injury slow him down. If he could not kick a ball, hit a ball or knock a puck in for a goal, his very deep competitive spirit told him he had to do something. Russ persevered and chose competitive oval track racing as his sport of choice back in 1987. He took a couple of breaks in racing, but has been very competitive since we arrived on the racing scene in 2006. He now owns two late model race cars. With the assistance of a lot of close friends and a modified car, he has ranked into the top ten in the point standings several years in a row. Russ has to strap his right hand and foot into a special position in his race car and only uses his left arm and foot to drive these magnificent cars. You would never know this by watching his talent. One of the cleanest drivers you'll watch run the oval.


Here are a few words from Russ himself:


"Hey friends, my name is Russ Osborne and I am a race car driver.” The coolest part about this... I race with just my left hand and foot! To start off, I was injured in 1980 @ the age of 15, playing semi-professional hockey. I sustained a head injury and remained in a coma for 4 months, leaving my right arm and leg semi-paralyzed. I have very high spirits and don't let my disabilities keep me from doing what I want and love.. RACING! I began racing in 1987 and did so for 7 years.
I recently started racing again in 2006 at The Stateline Speedway. I finished 2006 third over-all in points. 2007 brought another good year of racing finishing fourth in points for the season. Third year of racing, First race of the year got taken out in the main event, missed the next 3 races repairing my car, dropped to 20th in points, Then finished the remaining season and worked my way up to 10th in points for the season. This year has proven to be a great season and I’m in the chase again, so strap in, enjoy the ride and lets Rock it!! in the First annual Russ Osborne Challenge Race 2009.”
To learn more about Russ and meet him in person, stop by the #99 pit following the race. To meet Russ is like meeting an all-star. He is just one great guy who won’t let anything slow him down and has the time of day for anyone that asks. We at Kodiakwebracing.com are proud to present a look into our friend and Favorite Driver: The #99 Russell Osborne.


Help us kick off this first annual and Lets Go Racin Boys !!
Produced by KodiakwebRacing.com

Kodiakweb TV

NW Modifieds had a rough go at it up on the hill

The Northwest modifieds had a rough go at it up at SCR this weekend,We didnt crew this one and go figure they end up with more stories then you can shake a stick at.


Rick Gimeno suffered a bad one sending him to the hospital,He was released today after hand surgery, sore but in good spirits.


Randy Lerch hit the turn 4 wall hard,wreck was a flamer and the car is toast,I heard back problems with Randy but thats unconfirmed,at least he got out.


Dave weaver left pieces of engine all over the track,Sorry Dave ;-(


Webster also Blew but not sure of the time or details on that 1.


(The field started with 20 on QF,by the main it was down to 16.)


Jeff Bird prevailed with both the fast time and the Main's checkers.
With Tim Sawyer rounding into 2nd,And Chris Ochs following in 3rd.


(Results un official at this point)