Pirelli has announced that Pietro Berardi, currently CEO of Pirelli Tire North America, is leaving the company to pursue a new professional challenge. He will be replaced by Claudio Zanardo beginning November 1.

Zanardo will join the North American team from Pirelli’s Milan headquarters, where he has most recently served as senior vice president, Moto and Velo. He has extensive experience in the automotive industry including working for Ducati Motor Holding. 

As CEO of the North American region, Zanardo will be responsible for the car, motorcycle, and cycling businesses, as well as manufacturing facilities in Rome, Georgia, and Silao, Guanajuato, Mexico.

In 2015, he joined Pirelli overseeing Marketing and Controlled Retail for Region Europe until assuming responsibility for Driver Italia (Pirelli’s franchise network) in 2016. He was then appointed country CEO of Italy, before moving to the role, starting from January 2020, of senior vice president, Moto. In February 2021 he was also given responsibility for Business Velo.

For more information, visit pirelli.com.

Lucas Oil Products, the distributor of high-performance automotive additives and lubricants, has announced the addition of Heather Cameron as the new General Counsel. 

“Heather is a brilliant legal advisor with over 20 years of experience in her field,” Lucas Oil President Morgan Lucas said. “She will have a crucial role in this company advising executive management on strategic and operational matters with the goal of further establishing our footprint and expanding future growth.”

In her role with the company, Heather will advise executive management and the business teams on a variety of different matters. She will provide advice on current and future products, business processes, and legal and regulatory compliance. She will also develop and maintain corporate policies and procedures.

For more information, visit lucasoil.com. 

Nolan Jamora of Isky Racing Cams goes into detail on why the bushing roller lifter is the right choice for 95% of the applications in the performance industry.

Let’s get right into it! I know a lot of these articles are PR jobs and designed to convince you that whatever product they are selling is the best and there are no other options out there. There have been many articles and interviews on the bushing vs. needle roller over the years that I and our competitors have done. Many have been edited and often great information that could allow you to form an opinion is left out. In this article, I have been assured that it will be left intact just as I wrote it. Hopefully, they fix the spelling!

Isky was the first company to bring the bushing roller lifter to the marketplace after millions and millions of cycle tests on our Spintron and in the field. We released them years before many of our competitors and have continually improved the design and bushing material over the last decade. I can guarantee no company comes close to the testing we have done. This I feel gives us the clearest picture and the data to back up what I will say here. 

The million-dollar question of which is better, the bushing roller lifter or the needle roller lifter, can easily be answered in one sentence! The bushing roller lifter is the best lifter based on its wider optimal operation window. What I mean by that is in the real world of performance, be it hot street, marine, drag, oval, sprint, drag & drive, NA, turbo, ProCharger, and Screw Supercharger applications, the bushing roller is more forgiving and will last longer over wider ranges of operating conditions. There is no doubting that fact. It’s been proven over and over through testing and in the field. 

What do I consider the real world of performance? NASCAR, FIA Sportscars, Daytona Prototypes, Pro Stock, Top Fuel, etc. would not be on that list! These are very narrow window engine operation disciplines that are outliers in our industry. The engines are continuously rebuilt and designed for max horsepower with some reliability. They are pushed to the limits of design where engine friction and oil consumption and thickness are major focuses to get that last ¼ horsepower. They also have unlimited budgets compared to the other 95% out there. In saying all that, we have won the 24 Hours of Le Mans in a prototype with a team that was willing to give up a little power for the assured longevity of the engine. 

For the rest of us and most of our customers, engines need to last! It’s the reason many have switched over the years and are amazed by their longevity. Our bushing lifters have dominated HOT ROD Drag Week for many years, which is the best example of their benefits. Dave Schroeder and John Ens run Drag Week with what I consider the hardest combination on roller lifters and valvetrain. They run an 872 Reher Morrison nitrous engine combination. The cam lift is 1.200” in race trim which through rocker ratio change becomes 1.000” on the street driving legs. Before switching to our bushing before their win in 2017, they broke a lifter each year in the combo. They won in 2017 and again in 2021. They ran mid-six (6) seconds and averaged 250 miles a day. High heat, wide RPM operating ranges, high spring pressures, differing oil temps, spring fatigue, oil break down, sustained hour after hour RPM ranges, and not one failure. This is what I consider a true real-world test of the bushing roller lifter.  

Top engine builders have been running the EZ Roll Bushing lifters for well over a decade. From Jim Oddy setting Pro Mod records and winning championships with them before anyone knew they were out there to very early adopters like Pro Stock Engine Builder Steve Schmidt. The list of engine builders has grown to include most top builders who have seen the track record for themselves. Have there been problems as we extended the engine application range to include all the purpose-built blocks from AJPE, 481X, BAE, Noonan, SMX to Musi, etc? Yes, we have run into problems along the way here and there, but we have worked with the engine builders and solved all those problems before they were released to the market. Early in the R&D process, there was a problem with getting the lifters to live longer than a needle set up with applications that just had splash oiling. We were able to solve that problem by going to another mix on the bushing material that held the oil to the surface of the bushing under higher pressures and lower oil flow. 

We have supplied many of the Street Outlaws and No Prep racers for a few years now, with many more switching every day. Scott Taylor who runs a ProCharged Brad Anderson Hemi approached us after continuously breaking lifters. He was one of the reasons we came out with the EZ-Roll Helix version which features two grooves on the inside of the bushing that allows extra oil flow at low RPM which helps with the Hemi setup. After switching he has continued to be one of the top cars running and that has led to many other racers changing over. Jeff Lutz who runs turbos was having the same problem until he switched two years ago. The bushing advantage is that it's not going to fail with a change in RPM, an over-boost situation, a missed shift, blowing the tires off, or hitting the scramble button! 

With the grueling schedule of the Street Outlaws No Prep Kings and with limited realistic budgets, you can’t just change a $1,500 set of lifters each race! That’s where the bushing lifters really shine! Can you imagine running one set of lifters for the year on a Screw Supercharger car running 3.90s without a failure? It doesn’t happen with a needle bearing for sure, but a bushing lifter can and did. We have supplied several of the Street Outlaws No Prep Kings racers with our new EZ-Roll Helix bushing lifters. Kye Kelley, Mike Murillo, Bobby Ducote, the Bird Boyz, Cody Baker, Dean Karns, Eric Bain, Chris Rankin, Brent Self, and “Kamikaze” Chris Day just to name a few. They were all forced to step up their programs with that extra boost and higher pressures needed to run up front and the bushing lifter is a key component to having a program that lasts.

Have there been failures? Yes, there have been. With each new application, there have been challenges that come with trying to be innovative and get ahead of the competition, but I feel we have met all those challenges and solved them. When racing at the tip of the spear, it’s just a matter of time before something breaks and a lifter can fail. Whether it’s spring pressure or an engine problem or the lifter bushing material had a flaw, parts will fail. The great thing about the bushing lifters is if you have a catastrophic failure, unlike needle bearings, needles do not go through the engine and destroy it. It will instead lock up, stop rotating, and the damage is limited to the single lifter and single lobe. This saves time and money, and I have had several racers break springs and pound the lifter until it seized thank me that the lifter prevented more damage.  

The benefits are undeniable: if you want a lifter that lasts longer, operates in a much wider window, does not distort under the most aggressive cam profiles and pressures, dampens valvetrain harmonics, and limits damage when a valvetrain problem occurs, then I suggest you look at a bushing roller lifter. Are you running several races in a row on sketchy tracks with the valve springs losing pressure from run to run? Then, the bushing roller lifter is for you. You have a fast shootout or No Prep car that you need to last for 800 runs before a rebuild, then the bushing lifter is for you. Do you run offshore powerboats where you hit the rev-limiter time after time? Then, the bushing is for you. Do you run oval tracks where one week you run a ¼ then the next a big half-mile, and you need to get a full season out of the lifters? Then the bushing roller is for you. 

Now some more truth: there are also drawbacks. If your oil gets too dirty or broken down, that can influence bushing life, so you must keep on top of it. If your goal is ultimate horsepower in a Pro Stock engine or similar, and you are willing to sacrifice 350% more load capacity and less life for a couple of horsepowers, then you may not want a bushing lifter. If you are a NASCAR engine manufacturer where we know a few horsepower and engine friction is of utmost importance, then you would not want a bushing lifter. If you are in any form of motorsports where the measurement of the power of the oil system is costing you is the key to performance, then one hundred percent you would not want a bushing roller lifter. 

Personally, I think Isky can be proud of the fact that, in the last five years, every one of our main competitors has released their own version of the bushing roller lifter. That tells us they have all tested and noticed the benefits of the bushing lifter. For the few applications where a bushing roller lifter is not optimum, we still make a needle-bearing lifter! I hope this answered a few of the questions many have asked, thanks for reading. 

Make it fast and make it last! – Nolan Jamora, Isky Racing Cams

Senators Debbie Stabenow (D-MI) and Richard Burr (R-NC) recently introduced a PRI-supported bill (S.2940) to amend the Federal Tax Code to make permanent the seven-year recovery period for investments in motorsports entertainment complexes. 

PRI also supports H.R. 4674, the Motorsports Fairness and Permanency Act of 2021, which was introduced by U.S. Representative Mike Thompson (D-CA) in July. H.R. 4674 has bipartisan support with eight cosponsors, including PRI allies Rep. Richard Hudson (R-NC) and Bill Posey (R-FL). 

Currently, Congress has authorized the accelerated depreciation of race tracks through December 31, 2025, although this tax incentive must be made permanent to provide certainty to tracks making long-term investments.  

The Federal Tax code defines a “motorsports entertainment complex” to mean a race track facility that “(i) is permanently situated on land, and (ii) during the 36-month period following the first day of the month in which the asset is placed in service, hosts 1 or more racing events for automobiles (of any type), trucks, or motorcycles which are open to the public for the price of admission.” 

Accelerated depreciation of investments in a motorsports entertainment complex applies to capital expenditures in a facility’s ticket booths, race track surfaces, suites and hospitality facilities, grandstands and viewing structures, props, walls, facilities that support the delivery of entertainment services, other special-purpose structures, facades, shop interiors, and buildings in addition to support facilities (including food and beverage retailing, souvenir vending, and other non-lodging accommodations), parking lots, sidewalks, bridges, fences, and landscaping. The tax incentive does not, however, apply to transportation equipment, administrative services assets, warehouses, administrative buildings, hotels, or motels. 

For more information, contact Eric Snyder at erics@sema.org. 

As part of its commitment to help motorsports businesses and competitors succeed, Performance Racing Industry (PRI) is bringing leading experts and professionals to the upcoming PRI Trade Show in downtown Indianapolis, where they will share business strategies and technical skills that will help participants increase brand awareness and improve performance behind the wheel. Taking place December 9-11, 2021, at the Indiana Convention Center, the PRI Show marks the first in-person gathering focused solely on the motorsports industry since 2019.  

“After being apart for almost two years, we’re excited for the racing industry to gather together for three dedicated days of learning,” said Dan Schechner, PRI Education director. “To mark this momentous occasion, we’ve assembled an amazing group of speakers to join us in Indianapolis. Participants will benefit by meeting and connecting with leaders and experts in the industry.”  

Some two-dozen unique sessions will take place throughout the three-day trade show. Seminars are organized into Business Track and Tech Track sessions. The Business Track includes topics such as digital marketing, content creation, and hiring and retaining employees, while Tech Track sessions focus on engine-building topics such as airflow, EFI, bearings, fluids, valve springs and more.  

Whether participants are looking for information on how to find the winning balance for a particular application or understanding intake and exhaust ports using computational fluid dynamics, the PRI Education program will be the best place to hear from knowledgeable professionals and industry experts and get answers that will net actual results.  

“With the opportunity to connect in person, we’ve brought together speakers who are knowledgeable, dynamic, and entertaining so that participants at the PRI Show will get the most out of the experience,” Schechner said. “Participants will leave prepared to put into action what they learned, and they will have developed relationships that can only be made at the PRI Show.” 

Among those scheduled to appear in PRI Education sessions are: 

• Alba Colon (Hendrick Motorsports) 

• Alex Taylor (Alex Taylor Racing) 

• Angela Ashmore (Chip Ganassi Racing, engineer) 

• Ashley Chalk (Chip Ganassi Racing, exec) 

• Collete Davis (racer, stunt driver, TV host) 

• Darin Morgan (BES Racing Engines)  

• Emily Reeves (Flying Sparks Garage) 

• Haley James (Haley James Racing, drag racer) 

• Jacklyn Drake (NASCAR) 

• Jeff Huneycutt (Horsepowermonster.com) 

• Justin Cesler (Driveline Studios) 

• McKenna Haase (Youth Racers of America Inc.) 

The entire PRI Education schedule is available online at performanceracing.com/trade-show/education, where registration is also available. All sessions and presenters are listed, along with summaries of topics to be covered.  

To register for the 2021 PRI Show and secure hotel reservations, visit pri2021.com/attend.   

Doug Auld. Photo courtesy of Sprint Car & Midget

Doug Auld, the Hall of Fame journalist and founder of Sprint Car & Midget Magazine, has passed away following a brief illness. He was 59.  
 
“A giant has left us,” longtime Sprint Car & Magazine writer and columnist Dave Argabright said in a release. “Doug was intensely passionate about motorsports, and his effort and determination provided a great magazine to tens of thousands of readers over the past 20-plus years.”  

Auld was first known for the “Short Track USA with Doug Auld,” radio show, which aired throughout west-central Florida. Following freelancing and announcing stints, he was hired as Assistant Editor of Open Wheel Magazine in 1999. He was promoted to Editor after it was purchased by General Media a month later.  

After Open Wheel was closed in September 2001, Auld assembled the monthly magazine Sprint Car & Midget, which launched with a March 2002 issue. He stayed at the helm for 237 consecutive issues, including after the company relocated to Piqua, Ohio, and following the purchase by Turn 3 Media, the parent company of SPEED SPORT.  

In 2003, Auld joined the Advisory Board of Directors at the National Sprint Car Hall of Fame. He also served as President of the Board of Directors from 2006 to 2007. Auld also built a 360-ci sprint car in late 2001 and raced throughout Florida and the Midwest until 2007. Also a musician, Auld recorded several rock albums as “Tyler Cross.”  

In 2017, Auld was inducted into the National Sprint Car Hall of Fame. He was a six-time recipient of the Media Member of the Year award from the National Sprint Car Poll and was honored with the “Outstanding Contribution to the Sport” award in 2005. He was also honored with awards from the Dayton Auto Racing Fans and the Hoosier Auto Racing Fans. 

Auld is survived by his wife, two daughters, and two grandchildren, and his mother and brother.  

Matthias Arleth has been named CEO and Chairman of the Management Board of the MAHLE Group beginning January 1, 2022. He succeeds Dr. Jörg Stratmann, who left the Group on March 31, 2021. 

The automotive engineer joins the company from automotive component supplier Webasto SE, where he was most recently Vice Chairman of the Board of Management. 

“As a ‘guiding force,’ Matthias Arleth will play a key role in advancing the further development of our company, which has a successful history spanning more than 100 years,” said Prof. Dr. Heinz K. Junker, Chairman of the MAHLE Supervisory Board. 

For more information, visit mahle.com. 

Permatex has partnered with the ASE Education Foundation to provide product application training and education on formulation advances for automotive students, instructors, parts professionals, and professional automotive technicians. 

“Permatex has always been committed to training and education, and has a storied history of developing valuable and in-depth programs for the automotive service industry. Partnering with the ASE Education Foundation will allow us to continue that tradition and help both our aspiring and veteran automotive service workforce to improve their knowledge and capabilities and advance their ASE Certification,” Permatex Product Manager Eric Seibold said.

The inaugural program in the ASE Education Foundation collaboration is a Permatex-led online training webinar entitled, How to Select and Apply the Right Gasket Maker, which covers different types of gasket makers; how they have evolved over the years, how to choose the correct gasket maker; and proper application techniques.

For more information, visit permatextraining.com.

Days Corporation, the parent company of Equalizer Systems based in Elkhart, Indiana, has announced a rebrand. Equalizer Systems will now be known as EQ Systems, while Days Corporation will now be known as EQ United. Its distribution company, Days Distribution & Logistics, will now be EQ Logistics.  

“Our company has a lot of history and as time moves forward, things naturally change. We wanted to find a way to honor [the late Days Corporation CEO Jim Sproatt’s] legacy as we grow into the future and so we are taking on a new approach building on our strengths and our innovative mindset,” EQ United COO Jason Loose said. “Through this process, we have experienced what it means to be a strongly united company.”

For more information, watch the company overview video below, or visit eqsystems.us. 

Anthony and Elle Usher, veterans of the engine machining industry, have announced the formation of MEC CNC Machines based in Southern California.

“At MEC CNC, we’re more than ‘consultants,’” Anthony Usher said in a release. “We’re here to be an actual partner with your business, helping to solve machining challenges, improve shop operations and be a conduit through which users and suppliers can have beneficial conversations on improving shop operations.”

MEC was established over 40 years ago as a company dealing in automotive machinery, technical expertise, and training in the automotive industry in Southern Africa. “Today, the same commitment and dedication is a worldwide resource, based in Southern California,” the company stated. 

MEC CNC is the exclusive East USA distributor for Robins Cylinder Head Machines and Equipment and will be announcing additional distribution relationships soon.

For more information, visit meccnc.com.