Bob Vandergriff Sr., 1989 SEMA Person of the Year, 2003 SEMA Hall of Fame inductee and former owner of Hedman Headers and other aftermarket brands, has passed away. He was 84.

Vandergriff has been associated with Petersen Publishing, NHRA and McMullen Advertising. At those organizations, he helped increase magazine circulations, contributed to company growth and received countless advertising awards.

It is, however, for his role as a businessman and entrepreneur that he is best known. In 1978, Vandergriff purchased his stepping stone to the future: Hedman Manufacturing. Vandergriff put up his mortgage and sold his cars and his stocks. With the money he raised—along with the help of McMullen and several friends—Vandergriff purchased the then-troubled company.

With what Vandergriff described as "a lot of hard work and dedication from a lot of people," he did just that, building Hedman Hedders to become one of today's most successful companies in the industry.

He went on to purchase Beeline Engineering (JR Headers) in 1982 and Trans-Dapt, an accessory company, in 1991. He officially left McMullen Advertising in 1992 and now concentrates his efforts on Hedman Hedders, JR Headers and Trans-Dapt.

As the owner of these companies, he has also been one of SEMA's most active members. Vandergriff was a SEMA Board of Directors member for six years, and served on many SEMA committees. Vandergriff also invested several years and time as chairman of SEMA's annual golf tournament. The event helped raise thousands of dollars for the SEMA Scholarship Fund.

Hedman Hedders has been recognized with the PWA Manufacturer of the Year awards in 1982 and 1988, and Vandergriff was recognized as the 1989 SEMA Person of the Year. He was inducted into the SEMA Hall of Fame in 2003.

Image and biography courtesy of SEMA Hall of Fame. To read his full biography, click here.

Editor's Note (August 28, 2026): Summit Motorsports Park has confirmed the Sportsman World Finals, which will take place at the Norwalk, Ohio, facility on October 22-24 and offer a $150,000 purse for participants with backing from Summit Racing, BluePrint Engines, Fuel Factory, PJH TrackBite and Cornwell Quality Tools. You can read the full announcement here.
 

In recent weeks, uncertainty has surrounded the future of sportsman bracket racing. But one track owner is stepping up to help.

Earlier this month, Summit Motorsports Park owner Bill Bader Jr. pledged to host the World Finals for bracket racers amid recent cancellations of some events sanctioned by the International Hot Rod Association (IHRA). At press time, there have been no confirmed IHRA World Finals bracket racing cancellations, but Bader and Summit Motorsports Park are ready to step in if needed.

Designed to support Sportsman racers who could potentially be without a year-end event for the 2026 season, the proposed Norwalk, Ohio, event––tentatively scheduled for October 22-24––would be backed by several industry partners like Summit Racing, BluePrint Engines, Fuel Factory, PJH TrackBite and Cornwell Quality Tools, and include a $150,000 guaranteed purse. In addition, FloSports would broadcast the event. 

PRI News recently spoke with Bader to provide more context on how the event is taking shape, why his team at Summit Motorsports Park is preparing the event and what supporting grassroots racing means to the wider industry. Read the full interview below:  

PRI News: Why did it feel important that Summit Motorsports Park step in to host an event should the IHRA World Finals not take place? 

Bill Bader: I think it was important because that's where we came from. In 1981, [Summit Motorsports Park] hosted our first IHRA national event. And my family used to own the IHRA. So, I didn't even really think about it; I just did it. I felt it was the right thing to do.  

Grassroots racing is the foundation of our sport, and without it, we have no sport. So, to me, it was a promise fulfilled for these tracks and these racers who signed up for these end-of-the-year events, and it was very important to me that they happen. 

PN: Summit Motorsports Park hosts the National Hot Rod Association (NHRA) and other premier national events. Why is it so important for the track to show this level of support to the grassroots level of racing, too?  

BB: Our weekly bracket program continues to this day to be a foundational block in our success. In 1973, when my father bought this track, we didn't have any of those marquee events. All we had was our weekly bracket program, and that was pretty sparse at that time. But we worked hard, we reinvested, we upgraded our facility, and the "if you build it, they will come" scenario ended up playing out for my dad.  

You always have to remember where you came from. And we came from the very thing we're hosting in October. We didn't come from national events and Night Under Fires and Blue Suede Cruises and all of these marquee events. We are Sportsman racing. 

PN: How vital are tracks to the overall health of the motorsports ecosystem, and how are efforts like the Ohio Motorsports Network and Right-to-Race legislation serving all levels of racing? 

BB: I think without what I call 'small-market racetracks'—and there are hundreds of them scattered across the United States and many in Canada—I think without those racetracks, we don't have drag racing. That's how strongly I feel about that. Every racetrack in every market, in every zip code, contributes. They're all contributing to the whole. And as those tracks go away, the whole shrinks; the whole becomes less healthy. So, to me, those tracks are drag racing. 

If you think about it this way, going from the basement to the penthouse, the basement is your foundation. That's what everything sits on. And that's what bracket racing is. Bracket racing is our foundation. And without a foundation, a house will fall. And without bracket racing and hundreds of small-market racetracks, drag racing will fall. 

PN: What does it say about the industry that multiple companies were willing to support the event? And what type of collaboration and conversations did it take to bring those companies together to provide a guaranteed purse? 

BB: Summit Racing, Blueprint, Fuel Factory, PJH TrackBite—those were phone calls. No proposals, no documents, no contracts. They were phone calls, and those companies recognized the exact same thing that I and the industry recognize, and that is: this is important. Bracket racing is important. So those companies were put together in about 36 hours. 

Editor's note: After the interview, two additional partners were confirmed for the event, including Cornwell Quality Tools as an event sponsor, and FloSports as the official broadcaster of the event. 

PN: What lessons can track owners and industry members take from this situation?  

BB: I think maybe it forced the industry to refocus some of its effort and energy. It certainly did for me. And so, I think it was an exercise in refocusing and recalibrating on what is most important in our sport. 

I don't know if this could have been foretold. It's unprecedented. It hasn't happened before, and to me, it's unlikely, based on the outcome, that it will happen again. But people need to be good stewards of the sport. And when you see these things start to take shape, you have to really examine what is best for the industry.  

So, if this were to happen again, I think people would approach it far more cautiously than they did the first go-around. 

For more information, visit summitmotorsportspark.com. 

This article was originally published on August 18, 2026. 

The initial version of the PRI Hoosier 500 rulebook has been released for the 2026 edition of the annual sim race. The initial version of the event's governing rules keeps consistency with past editions of the rulebook, dating back to the inaugural Open-Wheels 500 in 2019.

"The release of the rulebook each summer indicates the World's Greatest Sim Race is once again on the horizon, and we are so excited for this sixth running of our event," said Tanner Watkins, president and co-owner of the PRI Hoosier 500. "Planning for the 2026 race has been underway for months, but to have the entry period kicking off in just about six weeks from now really brings this year's event into focus, and we can't wait to welcome everyone Back Home Again this December."

Only minimal changes have been made for this year's initial edition of the rules from 2025, according to race officials. Updates have been made to include language around abandonment of procedures to more closely mirror INDYCAR's approach to race finishes.

Qualification procedures and other race guidelines remain static from last year's rulebook. Open-Wheels Motorsports Sanctioning will continue as the governing body of the race, overseeing all competition-related aspects of the event.

As part of the rulebook release, the PRI Hoosier 500 competitor portal has been updated ahead of the December event. Currently featuring the latest rulebook, entrant schedule and FAQs, the portal will host all competitor bulletins, meeting recordings and official session reports in the month once on-track activity begins.

Registration for the 2026 PRI Hoosier 500 opens on October 1, running through November 2. As with years' past, there is no fee for a driver to submit an entry to the PRI Hoosier 500.

Competitors with questions surrounding the PRI Hoosier 500 can contact Watkins at tanner@thehoosier500.com or visit thehoosier500.com for more information.

Thunderhill Raceway Park, Willows, California, recently detailed the extensive rebuild and repave at the facility, which included nearly a foot of excavation in some spots to produce a new racing surface with an expected lifespan of 20 to 25 years.

Following geotechnical testing, track officials, including CEO Matt Busby, discovered a problem with the ground on which the track was to be repaved. What resulted was an 18-month project that guarantees the long-term viability of the track's new surface.

Click here to read the full story from Thunderhill on how it rebuilt its racetrack.

TruSpeed Racing Institute (TSRI), a new trade school in Palm Desert, California, is aiming to address the workforce gap in professional motorsports by launching a new motorsport mechanic training program to train entry-level mechanics for careers in professional racing.

TSRI is built specifically around the demands of professional motorsport, according to its operators. The curriculum covers 36 weeks (Monday to Friday) of hands-on training with modules spanning tire science, brake systems, suspension and chassis, electronics and wiring, gearbox builds, engine systems, composite fabrication, welding and vehicle setup. The program will also include fitness training and health management, as well as team building. Students can pair with teams at live race events to get real-world work experience to complement the TSRI training program, thanks to the proximity of the Thermal Club race track, and participate in career services including resume preparation, mock interviews and social media coaching for motorsport professionals, school officials said.

"Every team principal I know is looking for the same thing—mechanics who show up ready to work, not ones they have to train from scratch," said Tyler Tadevic, a founder of TSRI. "That pipeline has never existed in American motorsport. We built TSRI because the sport we love can't afford to keep running on luck and word of mouth."

TSRI is actively building relationships with professional racing teams across the country to create a direct employment pipeline for graduates, according to school officials, with over a dozen teams already endorsing the school. The school is currently in the process of securing approval from the California Bureau for Private Postsecondary Education (BPPE) and expects to open applications for its inaugural cohort in Fall 2026. Scholarship opportunities for qualifying students are also being developed in partnership with leading motorsport workforce organizations.

For more information, visit truspeedracinginstitute.com.

It could be as simple as a drill bit or as complicated as a plasma cutter. No matter the fabrication tool or equipment, there is plenty of new technology in the market that can help performance fabricators improve quality, save time, reduce waste—and make their lives easier.

Manufacturers and vendors coast to coast are gearing up to display their latest developments at the 2026 PRI Show, December 10–12, in Indianapolis, Indiana.

Fabrication tools and equipment represent an ideal product category for a trade show.

"If you're buying engine parts or things like that, you can't use them there," said Jim McKenzie of JMR Manufacturing, Paso Robles, California. "But if you're buying a tool," you can see it and, in many cases, try it yourself at the Show.

From digital adaptability to handling increased heat and new materials used on racecars, the fabrication industry has much to show off this year. We'll start by discussing the simple benefits of the right tool for a difficult spot.

Long and Short of It

Ann and Joseph Strong at Bad Dog Tools in Bristol, Rhode Island, are excited about the company's new Stubbies Cobalt Step Bit Set. The product debuted earlier this year, and "we'll really be hitting it hard at SEMA and PRI," Ann Strong said.

At 2.5 inches long, Stubbies are ideal for tight spaces, but they also come with 2.5-, 4- and 6-inch locking extensions that can be used separately or combined to get the bit to the spot you need.

The Strongs were working on a project where they had to drill a hole for a fuel line to pass through a firewall and needed to span a 6- to 7-inch space for the bit to reach.

"A sheetmetal bit is the right bit to do it with, but it's too short," Ann Strong said. "We're like, 'Well, if we need this, other people do, too.'"

Stubbies have the same cobalt tips as Bad Dog SMB sheetmetal bits, and their quick-connect hex shank drops into an impact gun or standard drill. The bits use the same self-centering stepped tip that walks into material without a center punch.

"We tested it extensively to make sure we had one that would actually cut and not just sit there and burn a hole through the metal," Joseph Strong said.

He noted that it's a tool that does many jobs but doesn't take up much space in a toolbox. "You use a short bit and get tight inside of a door frame," he explained, "or [using an extension] you can be out 12 inches working on the firewall."

Around the Bend

Bend-Tech in Osceola, Wisconsin, earlier this year rolled out the PB 2000 DC-Versatile CNC Tube and Pipe Bender, a four-axis CNC rotary draw machine that eliminates the "black art" of tube bending, said Kyle Merry.

"What fabricators are able to do is either design in our CAD or import full assemblies, and you just grab the part that you want to bend from that import," he said. "It does all those calculations of spring back and stretch."

He said the PB 2000's functionality comes from in-house development of CAD programming, creating "a software ecosystem for unskilled workers to basically become engineers."

There is more time to be saved when customers combine the bender with Bend-Tech's Dragon A400 CNC Tube and Pipe Plasma Cutter, according to Merry. Users simply transfer files via Wi-Fi from the Dragon to the bender.

Merry added that while setting up his booth at a recent PRI Show, a customer who was also exhibiting approached him about the Dragon A400. "He goes, 'Hey, we've got a chassis in our booth that…it's currently Wednesday, and I started it on Friday,'" Merry said. The customer continued, "'We would not have anything in our booth if it wasn't for your equipment and the amount of time that it saves.'"

The customer had consolidated production time from three weeks to three days, which led Merry to acknowledge an old adage: "The biggest problem that we're always solving is time."

In discussing making life easier for fabricators, McKenzie at JMR Manufacturing focused on the electric/hydraulic tube bender with auto stop, a high-production yet affordable bender.

"A lot of businesses don't need a full computerized bender, and they also don't want to go through the learning curve," he said. "So we came up with a system that allows fabricators to repeatedly bend within a 10th of a degree of accuracy, and it's an under-$5,000 bender."

Efficiency in the shop can also be improved with JMR's slotted welding and fabrication tables, which combine a bender, tube notcher, and table. They have built-in adjustable mounts, which McKenzie said solve one of the most difficult steps in bending: keeping bends in plane with one another, such as two 90-degree bends on a rollcage. The adjustable mounts allow the operator to raise and lower both the bender and the notcher to put the two perfectly in plane with the top of the table.

To read the full article, plus hundreds of other articles like it for free, sign up for a digital subscription to PRI Magazine on Zinio here.   

Once you download the Zinio mobile app or are logged into Zinio on a desktop browser, you will gain immediate access to more than a year's worth of content, including "Problem Solvers: Finding the Best Fabrication Equipment for Your Race Shop" here and additional coverage in the August 2026 issue here.

Racers are notorious for seeking out the latest trick of the trade. Whether it's a product that adds more horsepower or a specific setup that allows the car to grip better on the track, racers are all ears when it comes to anything that will benefit their car's performance. That information can come from a variety of sources: websites, forums, friends, what competitors are running, social media, and more. But those sources aren't always accurate for the competitor's specific engine or racecar. 

"They read stuff on the internet where guys are talking about different applications than what they have," explained Mark Fretz of Brodix, Mena, Arkansas. "So when they call us, we pretty much just erase everything that they've started with, and we ask them a series of questions to determine what best fits their application."

Our sources provided details about the common misconceptions the racing community has when it comes to cylinder heads and how they guide racers to the optimal products for their applications.

Correcting Misinformation

Racers collect their information from multiple sources, according to Fretz, including "from what they see at the racetrack to what they read on chat boards to what they see other engine builders doing—including national engine builders. They may see a 365cc head on a 540 [cubic-inch engine] and think that's what they need, but their application is totally different. We assess what they're doing and then guide them in the direction that they need to go. Then we give them the pluses and minuses of each size of cylinder head."

As an example, Fretz pointed out, "A larger cylinder head is going to make less torque. If it's for a heavier car, it's going to be harder to get it moving; it's going be a little bit lazier. The smaller volume is going to make more low-end and mid-range power, what we call in-the-seat horsepower—what you feel in your butt. A smaller cylinder head is going to make you feel like you have more power, definitely on a street car or a real heavy car."

Each customer who calls Brodix is handled on a case-by-case basis. "When a customer calls here, we pride ourselves on trying to be the best customer service-oriented company that we can be," said Fretz. "We'll spend the time with them, go over the complete setup that they're doing, and then guide them to that point so we end up with the happiest customer possible."

As the branch manager who also fields tech and sales calls at World Products in Louisville, Kentucky, Dan Bolling has direct access to customers. He believes one of the most common misconceptions faced by the racing industry is about flow figures. Many customers "think flow figures mean everything," he said, "and that's not exactly the whole story."

In fact, Bolling explained how flow numbers don't clarify how a racecar will react on the track or how it will react in specific situations. Instead, "we try to base things more on a customer's individual combination and what they're trying to achieve. It's easy to get high flow numbers and peak numbers and kill the whole bottom end trying to get there. If a guy's never going to see that high rpm or that much lift, then those high numbers really don't help him. A lot of times, you've got to focus on the mid-range numbers and things like that. Those peak numbers are really just for show a lot of times."

Aluminum versus iron is another area where racers often need to be educated. Bolling noted how each has its benefits, but that depends on the combination. Iron is more durable and resists warping and cracking better than aluminum, he said, adding that it holds more heat in the chamber, which can be beneficial. However, it may not be optimal in certain situations, which is why the team at World Products can prove their worth to the customer by helping to tailor that head to the combination." 

Jeff Jones of 1 Way Technologies in Washington, Indiana, said that to determine the optimal cylinder head, "We will ask a lot of questions as far as their cubic inch size, obviously what type of racing they're going to be doing, whether it's pavement or dirt, because that will come into play about what we do as far as cylinder head selection." The company offers cylinder heads for dirt and pavement oval track racing, truck pulling to boat racing, and a growing segment in drag racing, especially the nostalgia market.

To read the full article, plus hundreds of other articles like it for free, sign up for a digital subscription to PRI Magazine on Zinio here.   

Once you download the Zinio mobile app or are logged into Zinio on a desktop browser, you will gain immediate access to more than a year's worth of content, including "Get a Head Start: New Considerations for Today's Motorsports Cylinder Heads" here and additional coverage in the August 2026 issue here.

Registration is now open for the 2026 PRI Show, the premier trade event for the global motorsports industry. Taking place December 10-12 at the Indiana Convention Center and Lucas Oil Stadium in Indianapolis, the PRI Show brings together the companies, professionals, and decision-makers driving the future of racing. Register for the 2026 PRI Show.

Qualified motorsports industry professionals can now register for the PRI Show without a PRI membership. The PRI Show remains a trade-only event for qualified industry professionals. New for 2026, attendee registration follows a tiered pricing structure, starting at $45 through October 2, increasing to $55 through December 9, and $65 during the Show.

More than 920 exhibiting companies have already secured more than 360,000 net sq. ft. of exhibit space, creating a show floor packed with the latest racing technology, performance products, manufacturing equipment, simulation tools, trailers and business solutions. From grassroots racing to professional motorsports, the PRI Show remains the industry's most important marketplace for discovering new products, building relationships, and conducting business ahead of the racing season.

"The PRI Show is where the business of motorsports comes together," said PRI Managing Director Doug Bresnahan. "Every December, manufacturers, race teams, distributors, engine builders, fabricators, track operators, and industry leaders gather in one place to strengthen partnerships, discover new innovations, and create opportunities that move racing forward. We look forward to welcoming the industry back to Indianapolis."

The PRI Show continues to serve as a driving force behind an industry that generates more than $69.2 billion in annual economic activity, supports more than 318,000 American jobs, and produces more than $22.1 billion in wages and benefits, according to the PRI Motorsports Economic Impact Study. By bringing together every segment of the racing industry under one roof, the Show helps fuel innovation, investment, and long-term business growth.

New for 2026, the PRI Motorsports Engineering Symposium will debut during the Show, bringing together race engineers, manufacturers, technical leaders, and university engineering programs for a full day of education and collaboration focused on advancing motorsports technology and performance.

The 2026 PRI Show will feature a wide range of experiences and activations, from networking opportunities such as the Grand Opening Breakfast and PRI Full Throttle Social to education programming, specialty exhibit areas, and product discovery destinations including T.O.P.S. HQ, the Trailer and Motorcoach Exhibits, PRI Paddock, Machinery Row, NextGen Connect, and more.

"The PRI Show continues to evolve alongside the racing industry," said PRI Show Director Karin Davidson. "Whether attendees are sourcing products, learning from industry experts, exploring new technologies, or connecting with business partners, the 2026 Show is designed to deliver meaningful value at every stage of their business."

Each year, the PRI Show welcomes attendees from all 50 states and around the world, including race teams, retailers, engine builders, manufacturers, fabricators, distributors, media, sanctioning bodies, and track operators. Early registration allows attendees to receive their credentials in advance beginning in October, helping them save time and get straight to business when they arrive in Indianapolis.

To register, book hotel accommodations, and learn more about the 2026 PRI Show, visit PRI2026.com/Attend.

For additional information or questions regarding registration, please contact PRI Show Manager Nicole Harless, at nicoleh@performanceracing.com. 

The sponsorship landscape is changing fast––and a recent PRI webinar is here to help you keep up.

During an info-packed webinar earlier this month, a panel of industry experts explored the future of sponsorships for brands, teams and racers to help you futureproof sponsorship strategies for 2027 and beyond. From leveraging AI and strengthening sponsorship value to building a powerful media brand, this one-hour Zoom session delivered actionable insights to help you stay ahead in an increasingly competitive marketplace.

Hosted by Erica Sietsma of Autofluencer, the first PRI Education webinar also included insights from Sara Oettinger from AMSOIL, Brian McRae of Gradient Racing, Alex Striler of SponsorshipTactics.com, Brandon Scapelli of the Drift Cave and BMS Agency, and PRI Managing Director Doug Bresnahan.

Watch the full webinar below:

Honda Racing Corporation USA (HRC US) has launched the HRC Heritage Racing Program, a new effort focused on selling, restoring and supporting historic Honda and Acura race cars.

The program is designed for enthusiasts who want to own and campaign significant race-winning machines. HRC will handle restorations using original homologation documents, engineering notes, photographs and technical data from its archives, followed by track testing and available trackside engineering support.

The first car offered through the program is the No. 26 XM Satellite Radio AGR Acura ARX-01a, which won the LMP2 class at the 2007 12 Hours of Sebring in its debut race. Dario Franchitti, Bryan Herta and Tony Kanaan shared the winning drive.

The V8-powered ARX-01a was the first purpose-built Acura endurance racer and the first car and engine designed and developed by HRC in the United States. It is being showcased at The Quail, A Motorsports Gathering, during Monterey Car Week.

HRC's restoration process involves completely disassembling each race car and rebuilding it with new and reconditioned components. Electronics are modernized and engines are rebuilt at HRC US headquarters in Santa Clarita, California. Select updates are made for safety and usability while maintaining the cars' original design and driving characteristics.

The program builds on several recent HRC restoration projects. Four Acura ARX-05 DPi endurance racers have been restored for competition in IMSA's Historic SportsCar Racing Series. The ARX-05 won three IMSA teams', drivers' and manufacturers' championships and the 2023 Rolex 24 at Daytona.

HRC also recently restored the 2010 Acura ARX-01c "Strakka Racing" Le Mans LMP2 winner and helped return a 2001 Reynard 01i raced by Gil de Ferran for Team Penske to track-ready condition.

An Acura NSX GT3 Chassis No. 5 also is available for purchase following its HRC restoration. The "Lady Liberty" car is the winningest NSX GT3, with 38 class victories and multiple manufacturers', drivers' and teams' championships from 2017-2023.

HRC currently is focused on historic endurance racers, with plans to expand the program to include additional Honda-powered IndyCar machines, according to the automaker.

Get the complete details at HRC Heritage Racing.