Mar-Schan Motorsports Press And News Archives:
Mar-Schan Motorsports In Mickey Thompson History Video
A Tribute Anyone Could Be Proud To Be Included
I was recently honored to be part of a promotional video for Mickey Thompson Tires that was just released and I wanted to share it here. They have been supportive of our racing program since 2007 and I want to take the time to thank them for their commitment to quality and to the grass roots racing community.
I am proud to represent them again this season and look forward to many more years of racing with them. Just being recognized as an asset to their progressive program and being in this video with some of the big names in the street car racing scene keeps me motivated even with the rough start to the season we are having this year.
The Mar-Schan Motorsports Team would like to again thank Carl Robinson, Ben Anderson, Aaron Smith and the whole Mickey Thompson team for helping support our passion safely.
Sincerely "Marc Schankweiler"
Mickey Thompson Tires Website. Visit Them Here:
Let The Thrash Begin:
A Timeline View Of Getting The Motor Together
 In our last update we were waiting to see the status of our crankshaft to determine the fate of our 421 SBC and the direction we would take for the rest of the season. On Wednesday we were told that our 1-year-old Callies Magnum Crankshaft was now suitable for use as a doorstop or jack stand. This sport is now officially starting to get expensive! In talking to Scott at M&M Competition Engines it was decided to stick with the same combination of rod length and stroke now and into the future even if we decide to go with another engine block sometime soon.
We called BMS Racing Engines / Buds Motorsports, and talked to Vince and Josh. These guys were eager to step up to help us recover from the loss and get back on the track. They called Callies and got me a great price on the same crankshaft and connecting rods we just trashed. The rods showed up on Thursday May 26th and the crank showed up on Monday June 1st, and BMS had it balanced and ready to install on Tuesday just 4 days before the NMCA race at Maple Grove.
We started putting the motor together at Bob Hartsock’s shop again on Tuesday night. It wasn't long before we encountered a problem; the snout on the crankshaft seemed to be undersized. Wednesday morning I called Callies and the told me the acceptable tolerance for the snout and it was 1.5 thousandths undersize. The gear to drive the camshaft and the harmonic balancer slid on instead of pressing on. After some persuasion Callies decided to believe that one of their products got through the quality control phase thus costing me precious time and money for the balancing that was done. They took the bob weights from the balancing process here and did a stand up job of balancing one in house on Thursday and sending it red label UPS to us Friday morning.
This is where the fun begins!
 I had pulled all of my engine components out of Hartsock's shop on Wednesday night when we decided that if I had any chance at all of getting this thing done it needed to be done locally by someone who didn't work a 40 hour job for another company. We needed dedicated service on Friday and BMS was up to the challenge. The crank showed up around 9am, a mere 24 hours before I needed to be at The Grove for tech. Josh was ready to go.
 Everything was laid out and cleaned for assembly. I arrived around 10:30 and he had already checked main bearing clearances and was getting ready to file fit the new top rings for the pistons.
The level of precision and accuracy was incredible during the assembly underlying Josh's background as a mechanic on local alcohol funny car legend Carl Ruth's crew and his time spent in Roger Penske's organization.
 Hour by hour the motor was assembled with the occasional little hitch but nothing that these guys didn't have the resources to solve.
It always helps to have a great shop like Big Time Automotive right next door to help out when you are in a jam! Thanks Bob!
   
The camshaft was degreed in and all final torque specs were checked and double checked before the oil pan and cylinder heads were installed and the cold valve lash was set by around 5pm. It was complete, ready to shrink wrap for the rainy Friday rush hour ride home.
 
 I arrived back in Berks County around 6:30pm and my help started arriving by around 7pm. The Dart Little M block housing all that precision assembly was once again residing in the Mar-Schan Motorsports 1966 Chevy II by around 8pm. Keith Allen, John Kokinda, Joe and Brian Costira from J&B Motorsports and Mike Cerrano were on hand the help out and keep the atmosphere light even though I had my game face on. With less than 12 hours left till tech we had everything ready to go and the decision was made to wake the neighbors and fire this thing up. Power-Check. Water pump-Check. Ignition-Check. Fuel pump-Check. Fuel pressure…………fuel pressure. Houston we have a problem. The pump was running but there was no pressure. It was about 10:30 and it was getting late and we were running out of time.
 Previous to this night, in my spare time, while waiting for my new rotating assembly to arrive, I decided to install the new Stealth FS fuel system that Aeromotive Fuel Systems provided as big time sponsorship donation to our program. The Eliminator Stealth Kit has a powerful Eliminator Fuel pump and pre-filter, built right into the sump. It's a weld-in universal sump that gives you the advantage and flexibility of a custom, in-tank fuel system without building a custom tank. The Eliminator pump can support 2300 naturally aspirated horsepower and 1700 in boosted applications. Also provided by Aeromotive was their Fuel Pump Speed Controller which works via a tach output signal that allows the pump to slow down at cruising speed when all that fuel isn't needed. Thus extending the life of the pump and keeping the circulating fuel cooler by not circulating it as much.
 The system was new to me and we couldn't figure out the problem so I took a chance and called Jesse Power from Aeromotive on his cell phone around 12 mid-night. He actually called me back at 12:10am Saturday morning to help me diagnose my problem. Now that's customer service! I found out that when installing the system in the car I ended up turning the pre-filter housing inside the tank 180 degrees out of rotation thus blocking the flow of fuel from the sump into the filter housing. Oops.
 Everything was buttoned up and back in place. We had fuel pressure now but we also had a fuel leak from the filter housing area and the sump. From taking the housing off and messing with it the rubber gasket was trashed. We tried till about 2:30am to get the tank to stop leaking with it in the car, and around 3am the decision was made to pull the tank and see what was happening instead of having the $15.00 a gallon VP C-23 run down our arms onto the floor.
Brian Costira was still hanging around, risking the wrath of his fiance', to make one last ditch effort to get ready for Saturday morning. It was not to be though. The gasket was beyond repair and we were out of gas, no pun intended………well maybe a little.
Saturday morning a few hours later I headed up to the track with no car. It was a sad day indeed. We fought and thrashed for a week only to be defeated in the end. Thanks to all the guys that helped out and my wife for putting up with me. I did however meet Steve Matusek, president of Aeromotive Fuel Systems, at the track and we scavenged a new gasket from their display Stealth Sump to get us going, Aeromotive supplied us later with some more gaskets and O Rings for the sytem to make sure we had some on hand.
Brian and Joe came back to the house Saturday night and we put the tank back in the car with no leaks and fired the car up and we made the decision to load it up Sunday morning and head to the NMCA event and at least make some passes in support of our sponsors in the Super Pro category. We made a time trial run and all was well. The car sounded great and we seated those new rings with a 2-stage nitrous pass the length of the ¼ mile and we had killer oil pressure and our electrical problems were solved by the addition of a new ignition coil or the new timer that activates the 2nd stage of nitrous. We ended up winning the first round of competition but lost in the 2nd round. Oh well that was the least of our worries. We might have lost the race but more importantly we seemed to have solved our problems both mechanically and electrically and we are looking forward to the next race on June 20th at Cecil County Dragway for the 275 Radial Tire Race. Hope to see you there.
Marschan Motorsports Recent News And Press Here:
Going From Bad To Worse:
We Sure Have Had A Hard Start This Year:
The Mar-Schan Motorsports team can’t seem to catch a break this year. I think in the last 6 weeks we have had more problems than in the last 6 years, but in this sport when things go bad they tend to go really bad.
 The week following the NMCA race in Bowling Green I upgraded some of my wiring still trying to nail down our electrical gremlin that keeps rearing it’s ugly head. I installed Cole Hersee continuous duty solenoids to control the power to both nitrous systems hoping for longevity and durability. I was convinced after BG that my MSD ignition box was the cause of my problem so I sent it out to them for repair. I put my old ignition coil back in and decided to try the car again at the Northeast Pro Street Shootout at Maple Grove Raceway on May 10. The car left good on the initial qualifying pass but as soon as the second stage of nitrous was activated the motor started to misfire again.
 I scoured the pits looking for another coil I could try, but of course it wasn’t the same size so we tie wrapped it to the panel and thrashed to get ready for the second qualifier. I started the car prior to leaving the pits and all sounded well. We towed the car to the lanes with a fresh set of plugs to get a reading on our tune up because for sure we were going to make it down the track. As I begin to pull into the water for my burnout I look at my oil pressure gauge and it was on 0. My motor that hadn’t caused me a problem for 2 years and about 180 passes now had no oil pressure!
We towed it back to the pits and pulled the filter and drained the oil and we didn’t see any debris in it. Put a fresh filter and fresh oil back in it hoping maybe the filter was to blame, but still no pressure. The distributor was spinning but no oil was coming out of the line to the gauge. Time to pack it in.
I pulled the intake and distributor the next day and found that the distributor wasn’t down far enough to turn the oil pump. Somehow it worked the first 8 days at the track! I put the primer on it and we had tons of pressure. I left the old crab cap distributor that I wasn’t using any longer anyway, since I put the belt drive in the front, off and replaced it with a billet plug from MSD that just has the gear on it to drive the oil pump. In went some fresh oil. Back on went the intake, and we fired the car up. 75 pounds of pressure at idle cold and 55 hot after about a 3 mile cruise around the neighborhood. Maybe, just maybe we caught it soon enough.
Saturday May 16 we headed to Cecil County with a new coil of our own installed, a much larger and blinding low oil pressure warning light, and an RF noise filter from MSD installed prior to the ignition box to help prevent damaging power spikes. Again precipitation was keeping us from running the car so we were homeward bound by 10am. That’s 6 hours I will never get back.
Instead of waiting for another weekend to come to see if I fixed the problems I decided to call Ray at Performance Specialties and set up an appointment to make some dyno pulls on his Dyno-Jet chassis dyno 3 days later.
  
I found a small glitch on the 2nd pull in my wiring that was causing the ignition box to pull timing out while running on just motor as if the nitrous was being activated. No big deal since I rarely race the car on just the motor anyway. After the 2nd pull though the oil pressure seemed low and erratic, but we attributed it to very hot oil from the pulls. I left it cool down and we put a pressure sensor in line so we could record the oil pressure on the computer during the pull.
Well I never got to make that pull.  When I tried starting the car again the battery seemed very sluggish and we put the charger on it and tried it again. I got it to fire but it wouldn’t idle and it shut off. I pulled the oil filter off and it looked like the ground at a scrap yard! Time to pack it up. She was hurt and hurt bad!
The next day, Wednesday, Keith Allen and I pulled the motor. When I got under the car to turn the flywheel so I could remove the torque converter bolts I realized just how tight the motor was. It wasn’t looking good.
 Thursday I pulled the intake, valley pan and cylinder heads off, and if there were a copper thief looking in the lifter valley his heart would have skipped a beat. I cleaned all the parts in the valve train and the cylinder heads and took the short block to Bob Hartsock’s for disassembly. It was pretty much a wasteland. The rods are scrap and the crankshaft is questionable. The pistons can be saved and the block is fine.
I guess we will wait to see if the crank can be fixed to determine the direction we go with it.
  
All I know is that my racing alarm clock is set to go off on Friday June 5th for the Kooks Headers NMCA race at my home track Maple Grove, and we hope to be there to continue our season and see if we replaced enough parts to chase away our electrical gremlins.
A lot of teams with greater resources might decide to take some time off, but we will persevere, learning as we go, in continued support of our sponsors by missing as little time at the track as possible.
Sincerely Marc Schankweiler
Marschan Motorsports Recent News And Press Here:
Bowling Green NMCA Was A Wash:
We Did However Get Some Needed Publicity:
 Thanks to Power TV and The NMCA interviewing Team Mar-Schan Motorsports for their website recap "Our interview starts around three minutes in" if you would like to just skip ahead, our weekend wasn't a complete wash. Don't get us wrong, traveling 1,600 miles to Bowling Green was definitely on our agenda for this season since we have family in the area and so on. Also our True Street standing needs to stay intact as much as possible as we iron out this new combination so far.
 Here is a little coverage we got this weekend at our first big race out of town this year. Most of you "Our Sponsors” have been an integral part of our program so far and I want to thank you. Unfortunately the weather didn't cooperate for race day, but that's drag racing.
Believe it or not most if not all of the companies on board have their logos on those killer shirts from Pro Manufacturing Custom Promo & Marketing Products.
 Team Mar-Schan hopes to get a lot more coverage from many sources including our website which you can see we updated promptly and adequately for not only us but you also and our fans as the year goes along. again keep in mind this was only our first attempt and we really didn't even do much besides make some test runs and park the car for your prospective customers to take a positive interest in, just click a picture in this area and see we had her cleaned to perfection and race ready.
Our interview was one of our best attempts at thanking all involved and the track / series event staff battling against the weather that just wouldn't give in. We will be back again to the NMCA as our schedule permits and thanks again to all that are behind us this year already and remember the camera adds 10 pounds.
Sincerely Marc Schankweiler
Marschan Motorsports Recent News and Press Here:
In Search of the Surge:
On Our Way To NMCA, With Or Without It:
Photos Courtesy Of www.gonedragracing.com
We finally got to the track since our last update two and a half weeks ago four times to test out our new combination and it has been a fight each time. I haven’t had this much trouble with electrical problems since I started racing, but we are packed up and the team is heading out on the 12 hour drive to NMCA Bowling Green, KY this weekend still not sure where our electrical gremlins are coming from.
 On April 18th we made our debut pass for 2009 at Cecil County Dragway in Rising Sun, Md. The car ran nice and straight as expected on our first and only motor pass. Next pass it was time to turn on the 1st stage of the dental hygienists best friend. The car immediately started to surge so I put the Nova in coast mode and limped to the end of the track. I thought maybe we were running lean with the new tune-up and the new VP C-23 fuel that we changed over to. We bumped up the fuel pressure but the same thing happened the next pass. I decided to change to a 2 jet spread on the nitrous jetting like last year from the 4 jet spread the Induction Solutions set me up with for the next pass. Same exact results and the wallet was a little lighter. I made some calls and decided to check the Launch History in the MSD box but it didn’t record, or so I thought. Monday I realized that I forgot how to download the history and it was there all the time.
I installed the Jesel front belt drive distributor during the week hoping to be able to see the rotor phasing a little better and maybe that would help the problem. I also installed a new wide-open throttle switch and replaced the first stage relay.
Of course the next weekend the weather greeted us with 90+ degree record temperatures all weekend. We went to Cecil County again on April 25th for a track rental and made another motor pass to make sure all was well still on just the motor and it was. I turned the spray on again and same thing. This time I downloaded the Launch History and the Trace Analysis box and could see that the nitrous was actually being turned on and off as I went down the track. I went through the wiring and found a connector that was about to break and actually did when I touched it on the panel and figured this had to be it. Nope! I took the second stage system and plugged it into the first stage power to see if it was related to the first stage solenoids, but had the same results. Time to pack it in.
 I decided to go to Atco Raceway on the 26th and enter the 275 drag radial race put on by Small Block Posse to see if we could figure anything out. A suggestion was made by one of the racers to try a stronger relay on the first stage instead of the standard Bosch 30 amp. I wired up a Ford type solenoid instead and we finally made a successful nitrous pass and we were on easy street headed to the winner’s circle from there right? Wrong! When the second stage was activated by the timer; the car started to immediately misfire. I couldn’t believe the hassles we are having. I tried a freshly charged battery that I brought from home in case mine was getting weak. I tried another racer’s 16-volt battery with my alternator disconnected, same thing. Another racer said he chased a similar problem for a year before he found it in the battery disconnect switch so I decided to bypass mine and make a hit. This time the car went down the track and it was time to pack it in. I decided to leave the car and trailer at Atco and come back the next day for another track rental to get ready for the NMCA race at Bowling Green the next weekend.
Monday morning we made another pass with the kill switch bypassed and again success. Seth the Iceman from GoneDragRacing.com was helping out and again it was 90+ degrees out but his snow cone machine was perfect. Thanks Seth. I decided to get a good plug read on another pass with both stages on so I could start to jet up my tune up. The car took off and at 1.4 seconds when the second stage came on the engine started to break up again. I went to the speed shop and bought another battery disconnect switch as well as another Ford type solenoid for the second stage end wired them in. Made a hit, do I even need to continue? Same thing. I found a loose power feed wire to the second stage and hoped this was the problem. With sweat in the eyes and a fresh grape snow cone in the gut we made another pass. It was breaking up of course but this time at the end of the track I could smell fuel and heard a hissing noise. I popped the hood and the second stage nitrous lines were frozen and there was nitrous coming out from the carbs. Turns out that new Ford solenoid went bad inside and the relay was hot all the time. Good thing it happened at the end of the track and not on the starting line when I started the car or I might have needed a new hood. Seth grabbed another solenoid from the speed shop and we wired it in and made another pass and I thought all was finally well until Seth got to the end of the track with my time slip 9.19? It then hit me that the second stage didn’t come on because I inadvertently left the 2nd stage power wire disconnected at the firewall while testing current. I popped the wires back together and we hot lapped the car and made another pass and it’s still misfiring. It was finally time to eat some food and pack the car up.
 In the last 2 days I have cleaned up some of the wiring that was left over from the progressive controller that isn’t being used and I rerouted my 2nd stage ground wires. I also got some 4 gauge wire from Clark Industrial Supply and ran a dedicated ground from the battery to the front of the car with a pass through lug in the floor and ran 4 gauge leads from that to my two chassis ground locations and also to the bottom of the started. I cleaned all the grounds and greased them up with some dielectric grease. I put a spoiler under the front nose of the car to scoop some air up into the radiator and also to hopefully find someone who wants his or her name on it for some advertising exposure.
For now it’s off to bed for about 6 hours of sleep then the 12 hour ride to Bowling Green to see if anything I just did helped. Kind of a long ride for a test and tune, but we will be with family and friends and get to see some of our sponsors there. If anyone is interested in helping to rewire the car give me a call.
Marschan Motorsports Recent News and Press Here:
Well It Fits Under The Hood:
That Was The Easy Part:
 There are several things to take into consideration when installing a tunnel ram intake manifold besides the hood clearance. You may also run into a distributor clearance issue and possibly a thermostat housing issue if you don’t have the right parts at your immediate disposal. I didn’t have the right parts in stock but Harry Gerb from H&J Motorsports did. My Ford type cap distributor didn’t fit, but Harry had an MSD crab cap distributor in stock that fit but was a little tight. I have since decided to go with a Jesel front belt drive distributor.
The other item I overlooked and just assumed would fit was my vertical water neck with a –20 90* fitting attached to the hose. That wasn’t going to work either so another call was made to Harry who had a CSR –20 AN housing from his motor that wasn’t being used at the moment so off we went to Bristol to pick it up. With a little grinding on the belt sander it fit like a glove. Now I just have to get Harry a new one. Thanks Harry! Little did I know that the guys at M&M Competion Engines developed offset housings to eliminate this problem.
We got the engine running a couple of nights before our first day at the track on April 4th. The engine had a valve train noise that I couldn’t find no matter what I tried. I decided to pack it up in the trailer and head to Cecil County the next day anyway. I backed the car out of the garage and took it for its maiden voyage around the neighborhood. Man was that tapping LOUD!
We arrived at The County with hopes that someone could help identify the problem or at least convince me that it was “normal.” Neither happened, I decided after several hours of trouble shooting to take the car up to tech anyway. I jumped in and put it in gear and it didn’t move. After several more trouble shooting ideas it was determined that the Trans had gone bad too!
We packed up and went to Bob Hartsock’s shop and left the car there on Saturday night. Sunday we pulled the motor and the Trans and while I was under the car pulling out the Trans Bob quickly found the valve train noise after pulling one of the cylinder heads. The #7 and #8 pistons were in the wrong holes. Both pistons now sport a couple of custom valve pockets, but there were surprisingly no bent valves. The motor was fixed up and buttoned up and was back in the car that afternoon and off we headed into the sunset with just the Trans to get fixed. It turns out that the transmission company had purchased a bunch of pump gears that weren’t heat-treated and they quickly decided to make a mess of my Trans fluid. Problem solved under warranty. I love when that happens. As a silver lining, if the Trans didn’t let go I might have actually made a pass only to bend a valve and cause major damage.
 As of right now everything is back together and the car is at Precision Chassis in Limerick getting a real pedal put in the car and a rod type linkage through the firewall. The Lokar pedal did not have enough throw open the throttle completely 100% of the time without stretching and not activating the micro switch for the nitrous. I hate to do it but ½ of those custom linkage brackets from Philadelphia Racing Products will be removed and shelved.
We were rained out of the April 11th Test and Tune at Cecil County so we will try again.
Next stop……………..Cecil County to test and maybe enter the 275 Drag Radial race on April 18th, and try to get some data and runs in before heading to Bowling Green for the NMCA race on May 2nd.
Marschan Motorsports Recent News and Press Here:
Recent Engine Assembly Updates:
Trials, Tribulations, But Solid Progress:
We finally got most of the pieces back from the various sponsors and vendors and started putting the Mar-Schan Motorsports SB2.2 motor back together. It was not without it’s share of problems though.
Bob Hartsock assembled the short block only to find out when degreeing the camshaft in that there was a lack of intake piston to valve clearance. He installed the new Comp Cams custom 4/7 swap camshaft 4* retarded and we still didn’t have enough clearance.
 This is partially due to the new intake valves we waited 3 weeks to get from Manley Performance. The margins were about .050” thicker than the old valves and this was causing the problem.
After discussing fly cutting the pistons, which couldn’t be done due to thickness issues, and regrinding the cam, which offered no guarantees we decided to put the old valves back in the heads. This enabled Bob to install the cam at the specified location and gave us the clearance we needed.
 The next obstacle came when we installed the new 7/16” Smith Brothers pushrods. These are awesome pieces of steel that look like they could hold up a building. They were also an improvement over the 3/8” pushrods we had previously. It turns out that with the offset lifters and the angle of the pushrods, the lifters were gouging out the bronze lifter bushings due to the extra thickness pushing on the side of the lifter barrel. A quick call to Dennis Marshall at Smith Brothers Pushrods came up with a solution.
 They are going to build new push rods with an extended tip for inside the lifter and they are going to taper the top 4” of the pushrods from 7/16” to 3/8” up at the top. This will eliminate the clearance issues with the pushrod slot in the heads also. They are turning the new rods around next day to remedy the situation. Thanks Dennis!
 Next up was getting the new dual fogger nitrous system installed by Steve Johnson at Induction Solutions.
 Steve also handled the powder coating of the intake as well. The intake was flow tested and the solenoids were blueprinted. Those guys did a great job and even threw in some shirts.
Steve shipped the intake and carburetors up from Florida overnight to Philadelphia Racing Products
 where Jay and Rich Schonberger designed and machined a pair of custom throttle cable and return spring brackets for the Quick Fuel splits.The guys turned around this project in less than 24 hours and did some custom modifications to the carbs and spacer bushings to get me out the door.
These are the same guys who make a lot of the carburetor brackets for many of the companies out there like Jegs that you see.
 They also make fuel regulators, nitrous solenoid brackets, water pumps and fittings. Check them out at Philadelphia Racing Products. Oh yeah they gave me some more shirts!
 Since I keep mentioning the carburetors I want to thank Quick Fuel Technology for doing a beautiful job on the splits and for coming up with the idea for a 275 drag radial legal combination.
Of course a big shout out goes out to Scott and Tim at M&M Competion Engines for designing the foundation of the induction system. That being their cast aluminum tunnel ram for the SB2.2 motor.
 This little baby can be tailored to your motor combination and the work inside the runners and plenum is magnificent.
These guys also designed the camshaft and added a new CNC port program to the exhaust side of my cylinder heads.
Thanks for all the help and faith guys!
Now that the intake is home and sitting on the short block it became apparent that the old MSD distributor would not fit with a plenum this deep.
We are hoping to solve that problem with a crab cap style distributor that Harry Gerb from H&J Motorsports has in stock for us to try.
Check back soon and see if this thing actually fit under the 4” cowl hood and see how our first test session went !!
Marschan Motorsports Recent News and Press Here:
The New SB2 Tunnel Ram, Split Dominators Update:
Fresh Looks At This New Setup:
 Racers and fans alike were treated to a first hand look at Mar-Schan Motorsports new split dominator cast tunnel ram manifold in Illinois over the last weekend being displayed in all its glory.
The the new intake and carb system is ready now for powdercoating and plumbing for the nitrous system Marc Schankweiler will be using as we will update on very soon. This wild looking combination is a hand in hand compilation of race proven innovation between the many years of expericance of M&M Competion Engines and Quick Fuel Technology.
 This result is something not seen often in Drag Radial cars or even True Street but results are going to show its tunability and practicality both on and off the track will be a winner for big numbers and MPH when running at the many events planned for Team Mar-Schan Motorsports.
Both companies are proud sponsors of this team and their efforts have shown through in his combination of expert craftsmanship and design to make us go into the season at a level we've wanted to with their help.
  Function, Form, Power, and Creativity stand out in the final product that will improve as we add the "Squeeze" to it in upcoming installments.
M&M Competion Engines
Quick Fuel Technology
Stay Tuned For More !!
Marschan Motorsports Recent News and Press Here:
Winter Intake Revisions With M&M Competion Engines
Press Release
Mar-Schan Motorsports New Intake And Carburetor Package On Display At Race & Performance Expo
 Mar-Schan Motorsports new intake and carburetor package will be on display February 14 & 15 at the Race & Performance Expo in St. Charles, Illinois at the M&M Competion Engines booth.
The intake features the new cast aluminum tunnel ram with a flat top that would normally be used for a dual carburetor application. For our class racing a dual carb set up is not legal so Quick Fuel Technology has provided us with a single split dominator that will be mounted on the top by M&M.
Last years Inaugural Race & Performance Expo was a huge success. In its first year it became the Midwest’s Largest Trade Show of its type. 300 Booths with over 250+ Exhibitors were on Display including 6 Semi Trailers. Almost 9,000 people were in attendance for this historic the 2 Day event and this year should be even better. Stop by and see Tim and Scott from M&M and check out their new products.
Visit The Expo Website Here
Atco Raceway True Street Rivals
FSC
Photography by goDragRacing.org
The Toughest Obstacle To Overcome Was The Heat.
 As the excitement heated up in anticipation of Tremec True Street’s first seven-second pass, so did the weather. Heat and humidity bore down on Atco Raceway Park as the True Street contingent set their sights on the historical milestone. As testing concluded Saturday morning, four cars had blasted deep into the eight-second zone.
Included in that list were three-time T/S champ Paul Ferrucci and his 1981 Chevy Malibu which ran a string of passes in the 8.40 range during testing on Friday.
Marc Schankweiler was making some solid hits in the mid- to high-eights with his freshly updated and repainted 1966 Chevy II. Craig Cusamano fired his familiar 1970 Chevelle deep into the eights and was poised to be a contender. Newcomer, Vince Fiore fired an 8.74 shot with his pump gas-powered 1969 Camaro on his last test pass and got everyone’s attention. Fifty-six cars left Atco Raceway Park for what would prove to be one of the toughest cruises in the NMCA’s history.
Read The Complete Article Here:
Maple Grove Raceway - Holy Hot Rods, Batman!
By Mike Ficacci
Photography by Team Super Chevy
The Amish Country Of Eastern Pennsylvania Was Invaded By A Cornucopia Of Bow Ties.
 Tremec True Street was an absolute blood bath, with 28 competitors cocked, locked, and ready to rock. The tour began out the rear gate of Maple Grove Raceway, past the once-legendary/now dry and filled-in swimming pool that catered to many a drunken encounter through the years. They continued some 20-plus miles through Morgantown and back again without a single hitch.
As per the request of most competitors, they made haste through the hills in an attempt to keep off the high-stall converters. In the end, perennial butt-kicker and December 2006 feature car owner Marc Schwankweiler once again proved the worth of his blue '66 Chevy deuce. He rattled off a 9.174, 8.698, and 8.611, good enough for a class average of 8.83-seconds and $200 prize in Tremec True Street.
Read The Complete Article Here:
1966 Chevy II - 8 Second Asphalt Eater
By Patrick Hill
Photography by Mike Harrington
This Street/Strip Nova Packs Nascar Power And Nitrous.
 Is it really a street car? Marc Schankweiler won the 2005 NMCA True Street race at Maple Grove in 2005, in which he averaged 8-second e.t.'s in the quarter-mile after back-to-back-to-back runs after a 30-mile street cruise. And he did it with 10.5-inch-wide tread-width tires on Hole Shot Performance Wheels.
Marc found his Chevy II in a local sell-it paper an hour away from his home in Douglasville, Pennsylvania. When he set eyes on his future project, it wasn't in the best of shape. The six-cylinder-powered Deuce was missing its rear window and the interior was shredded, but it was in running condition. After money and the title changed hands (about $900), Marc drove the coupe home on the Pennsylvania Turnpike without the rear window.
Read The Complete Article Here:
MSD True Street Challenge - One True Street-Car Drag
By Johnny Hunkins
The One And Only MSD True Street Challenge Hits Maple Grove.
 Over the next 45 minutes, street-car fans were treated to a spectacle that even the most hard-core late-night street race in Chitown or Newark would be hard-pressed to beat. Pennsylvania's own Mark Schankweiler (of Douglassville) fittingly took home the title of King of Pennsylvania with a three-run average of 9.095 seconds.
Schankweiler's bonzai-blue metallic '66 Nova is packed with 421 inches of small-block thunder. The SB2-headed bullet gets help from a 300hp Gene Fulton 300hp fogger and a outhouse-solid Powerglide from Dynamic. Schankweiler's best pass, a 9.017, even eclipsed his previous best of 9.03/150. In all, eight cars posted averages in the 9-second range, with four more in the 10s.
Read The Complete Article Here:
NMCA Drag Racing Event - Street Fighters
By Johnny Hunkins
Photography by Robert McGaffin, Johnny Hunkins
NMCA/NMRA Superbowl Of Drag Racing True Street Results - Joliet, IL
 There's no question that the Chevy II has become the posterboy for hot rodding-find the lightest body possible, then stuff the biggest motor inside it. Starting with a $700 six-cylinder hulk he bought in 1993, True Street competitor Marc Schankweiler started modestly, initially hoisting a 327 small-block over the fenders.
A collection of small-blocks subsequently made a series of guest appearances over the years. Marc has, however, resisted the urge to go over to the dark side-aka a big-block. Instead, his desires focused on the ultimate small-block, a NASCAR SB2.2, which might as well be a big-block, considering the copious airflow made possible by the SB2.2's sewer-pipe ports.
Read The Complete Article Here:
Website Navigation Points Of Interest:
All About Team MarschanMotorsports.com Biography:
Our Growing List Of Oustanding Links Here:
Visit Our Sponsors Index, See Who Makes Us Run Like Champions:
You Can Also Become Part Of The Marschan Motorsports Sponsors Here:
Read Our Newest Racing News And Announcements Here:
Meet Us On Our New Facebook Page:
Contact Mar-Schan Motorsports | View Our Sitemap
Home Page | Racing Archives | Team News | Products | The Chevy II Specs | Our Sponsors | Sponsor Us / Contact Us | About Us | 2010 Schedule | Forums | Photos And Videos | Our Scrapbook | Drag Racing Links | Sitemap
|
