Sprint Cars have been around since the 1920s, although they were known as Big Cars during those early years. These Big Cars might look decidedly different than Jason Meyers' 2010 World of Outlaws Championship winning Sprinter, but in reality many of the essential components have remained basically unchanged over the decades. Just take a look at this 1937 Big Car that carries a menacing look with that cold black paint and that circled number 2.
This car was state of the art for the period sporting a Clyde Adams chassis and a Miller powerplant. The frame was built by hand, whereby fabricators would create bends and turns in the steel by pounding it into the desired shape over another piece of steel. The handformed chassis-building process gives the car a brutish appearance but, get this, it still weighs only about 1,200 pounds. Not only is that a figure that modern Sprint Cars attempt to achieve, but it made the car light enough that an in shape crewman could pick up any corner of the car.
The front axle is far in front...
The front axle is far in front of the radiator for weight balance reasons which enabled higher weight on the rear tires. There is also a capability to tighten down the rear cross spring to triagulate the weight on each corner of the car. You could best describe it as a crude wedge adjustment.
Steve Truchan of Hobart, Indiana, currently is the keeper of this racing treasure. Truchan's family has owned the car for most of its existence and he assures that the next generation will take over the tending duties down the road. Steve's dad bought the car in 1938 in practically-new condition and campaigned it through 1941.
"Dad drove it a bunch and won many races during those years," explains Truchan. "He won a lot at the long-gone Hammand (IN) Speedway. He was also successful at another Hoosier track, Jungle Park Speedway, with his biggest win being an AAA Big Car race in 1941."
The car then sat for many years before the decision was made by the family to restore it. And what a job was done! The Miller engine was in parts, but that didn't present a problem. You see, the family had restored many Offy engines which were very similar to this powerplant. So without any further ado, let's check out the hows and whys of this magnificent vintage machine.
Much of the light weight of...
Much of the light weight of the vehicle is because of the considerable use of aluminum in the body parts with even the radiator shell using it.
This side-by-side shot of...
This side-by-side shot of the left and right front corners shows the simplicity of the frontend. That front axle came from a Model A Ford.
That’s also a Model A front...
That’s also a Model A front cross leaf spring doing a job for which it was never designed. Note that all the suspension and steering components are painted in body color.
It could be just the narrowness...
It could be just the narrowness of the body, the wide track width, a combination of the two, or maybe just this author’s view, but the Big Car looks almost insect like.
Remember, that classic radiator...
Remember, that classic radiator shell which looks like it should have belonged on a period luxury car is handformed aluminum. Talk about metal working skill!
The interesting-looking gold...
The interesting-looking gold ball joint socket is equipped with a grease fitting that connects the rear radius rod to the body, compensating for vehicle flexing at while at speed.
These are vintage Ascot-style...
These are vintage Ascot-style 18-inch tires which sport small knobs to aid in traction. The period Rudge wheels carry aluminum rims along with steel center and spokes.
Driving one of these early...
Driving one of these early machines required a lot of the driver. Fuel pressure was pumped up using the red handle. It had to be pumped at speed about once every lap. Also visible is the longer brake handle which is attached to the rear brakes. There was no brake pedal so this handle had to be pulled back in the turns to slow.
The plumbing for the engine’s...
The plumbing for the engine’s supercharger is outside the engine compartment. It was laced there for cooling reasons. A standard item on the Miller engine, the supercharger was gear-driven all the time the engine was running.
A view of the right rear suspension...
A view of the right rear suspension shows the beefy radius rod and the rear cross spring which came from a Model T. Also in view is a Houdise lever shock, one of four on each corner of the car.
The four-tube headers exit...
The four-tube headers exit on the right side of the car only, a tell-tale sign that the motor is a four-cylinder.
Safety was not a high priority...
Safety was not a high priority on these early cars. Notice from this view that there are no protective nerf bars between the wheels. There were no rollcages, no seatbelts, and there was no structure in the tail.
A view of the Miller engine...
A view of the Miller engine looking to the rear. It’s a dry-sump 220ci four-cylinder supercharged engine with an amazing 350 horsepower. The engine was lubricated by 3 gallons of oil. The rounded object against the firewall is the actual supercharger. This advanced engine has a double overhead cam and 16 valves. The rearend consists of a center section from a ’28 Ford passenger car. With that technology, you would swear that its decades newer.
This car competed with the...
This car competed with the Central States Racing Association (CSRA) as identified by this emblem, one of the top Open Wheel groups of the period.
The cockpit is simple and...
The cockpit is simple and functional but a bit of a tight squeeze. Note that there were five gauges, something that you might not expect for that time period. The handle with the red knob is part of the Miller in-out box which enabled the engine to be engaged or disengaged with the driveshaft. These cars were often pull started with a rope attached to a vehicle in front.
The tail was quite flat on...
The tail was quite flat on the top which was common during this pre-war time period. Later, though, many were modified with protective headrests. Ct