Autobahn Country Club, the Joliet, Illinois, private motorsports club, has unveiled its newly expanded North Track, part of the facility's "Drive to 2035" long-term development plan.

The $3-million expansion of Autobahn's North Track marks one of the track's most significant investments since opening in 2004, according to track officials.

"When we created Autobahn, the idea was simple but radical: car enthusiasts deserved a community of their own," said Mark Basso, co-founder of Autobahn Country Club. "More than two decades later, this expansion shows that the idea is still evolving. We are enhancing the experience on a track they already know and love while preserving the character of the original circuit and staying true to what makes this community so special."

The expansion adds approximately half a mile of new track, featuring a 21-ft. elevation change, an 11% grade and a technical series of esses. The longest North Track configuration will now measure 1.5 miles with 12 turns, compared with the original nine-turn circuit. New connection points also allow the North Track to be driven in five distinct configurations, bringing Autobahn's total road-course configurations to 11.

The new track was designed by Tilke Engineers and Architects, the international firm behind Circuit of The Americas in Austin, Texas, Yas Marina Circuit in Abu Dhabi, and the Bahrain International Circuit.

The North Track expansion is the first major project within Drive to 2035, Autobahn's broader vision to evolve its 330-acre campus and enhance the member and guest experience for years to come, track officials said, building on more than two decades of operational experience that has transformed Autobahn from a private road-course concept into a comprehensive automotive destination.

Autobahn is home to more than 560 members and a Member Racing Series that hosts 51 car races annually across open wheel, prototype and GT classes. Beyond its North and South road courses, the campus includes Kart Circuit Autobahn, the Autobahn Driver Academy powered by Toyota, Teen Driver Academy powered by Toyota, the Toyota TRD Pro Off-Road Experience Center, autocross, a 3-acre skid pad, corporate and group programs as well as hospitality experiences.

The new North Track will be unveiled at a special event on October 7 and will officially open during Autobahn's OktoberFast weekend, October 16–18.

For more information, visit autobahncc.com.

Image courtesy of Autobahn Country Club.

Gordon Johncock, a two-time winner of the Indianapolis 500, passed away recently. He was 90. The following obituary was provided by the Indianapolis Motor Speedway:

Gordon Johncock, whose stirring drive late in the 1982 Indianapolis 500 earned him a second victory in "The Greatest Spectacle in Racing," died of natural causes on September 28 at his home in South Branch, Michigan. He was 90.

Born August 5, 1936, in Hastings, Michigan, the lifelong resident of the state was the INDYCAR SERIES national champion in 1976 and won 25 races in the series. Yet, Johncock was known for winning both memorable and forgettable "500s," each time driving for Patrick Racing.

Johncock's duel with Rick Mears in the closing laps of the 1982 race was the most thrilling to that point, prompting renowned television broadcaster Jim McKay to claim he'd "never seen anything like it." Johncock masterfully covered Mears' last-lap passing attempt in Turn 1, then outran the 1979 race winner to the finish line. Their margin at the checkered flag was a then-record .16 of a second, still the seventh closest ever.

Johncock later said he was fortunate to win as he hit an unfamiliar bump low in Turn 3 on the last lap that pushed his car up the track and gave Mears an opportunity to gain ground.

"I pretty near lost it," he told The Indianapolis Star in 2016. "Ask Rick; he saw it (because) he was right there.

"I had never run that low before in Turn 3, but I knew I had to if I was going to be able to stay in the throttle. It was just a little rougher down there than I expected."

The 1973 "500" was one of tragedy and poor weather, with rain postponing the race two days. Johncock started 11th and grabbed his first lead on Lap 40, but soon after teammate Swede Savage and crew member Armando Teran were involved in separate horrifying accidents.

Johncock, who led 64 laps, was in front of Bill Vukovich II when rain ended the race on Lap 133. With the annual Victory Banquet canceled, Johncock and his Patrick crew "celebrated" with hamburgers at a local Burger Chef restaurant after visiting Savage in the hospital.

Johncock was able to properly celebrate following his 1982 victory, and Mears said he never felt so good finishing second.

"I remember thinking during the race that if we can't win it would be great to see him win," Mears said.

Said Johncock of watching replays of the duel with Mears, "It gives you goosebumps … (that) well, I did it again!"

After a successful stint as a sprint car racer, Johncock's INDYCAR SERIES career began in 1964 with a dirt race in Springfield, Illinois, and it didn't take him long to show his talent. Johncock finished fifth as a rookie in the 1965 "500" in a roadster, in a race that saw five rookies finish in the top nine. He won for the first time nine races later at the Milwaukee Mile. Johncock also scored the first of his 20 career poles that year.

Johncock started his own team in 1967, joining A.J. Foyt as the sport's only owner/driver. Johncock won six races during that three-year span.

Johncock nearly won a few more Indianapolis 500s. He finished third in 1976 and 1978, and he was fourth on two other occasions (1966 and 1974). In 1977, Johncock was leading Foyt, the eventual winner, with 16 laps remaining when his car's crankshaft broke. He had led 129 laps.

Johncock's career in the INDYCAR SERIES spanned 262 starts over 25 seasons. He actually retired twice, the first during the first week of "500" practice in 1985. He served on the IMS Radio Network for that race. Two years later, he replaced the injured Jim Crawford and finished 22nd.

Johncock's last "500" was in 1992 after he retired on Lap 60 with engine failure. He finished 29th. His 24 starts in the race rank fifth among all drivers, tied with Johnny Rutherford and Scott Dixon. Johncock led 339 laps in the Indianapolis 500, which stands 15th all time.

Johncock was one of the last living drivers to have competed in front- and rear-engine Indy cars.

He was successful in stock car racing, too, competing in 21 of NASCAR's top-division races. He made three starts in the Daytona 500, qualifying fifth in 1973. He had three top-five finishes in NASCAR, highlighted by a fourth in the 1973 Firecracker 400 at Daytona International Speedway. He also won a pole at Atlanta Motor Speedway that season.

After Johncock's second retirement, he turned his focus to his timber business in South Branch, Michigan, located 200 miles north of Detroit. Johncock enjoyed such a quiet life away from racing that some employees were surprised to learn he had been a race car driver, much less a two-time Indy 500 winner.

Johncock kept most of his racing memorabilia in his basement, although his two winner's plaques have shared a wall with artwork of the 1982 win, the race's checkered flag and a stuffed deer head in his living room. He seldom attended the "500" after retiring.

"It was a job I used to have," Johncock said of racing. "Now I have a different job."

Johncock was inducted into the Indianapolis Motor Speedway Hall of Fame in 1997 and the International Motorsports Hall of Fame in 1999.

Johncock is survived by his wife, Sue; three daughters (Patsy, Pamilee, Peggy), two sons (Gordon Jr., Wally); stepdaughter (Valerie); and 12 grandchildren, 17 great-grandchildren and one great-great grandchild.

Image courtesy of Indianapolis Motor Speedway.

Bridgestone has been named the Official Tire of the Sports Car Club of America (SCCA).

The partnership includes member benefits, support for SCCA's Track Night in America Driven by Tire Rack and Women on Track initiatives, and a new spec tire for several Club Spec classes beginning in 2027.

Club Spec Mustang, Club Spec MX-5 and Club Spec Cayman will transition to the Bridgestone Potenza RE-71RZ, which will also become the spec tire for Solo Spec Coupe.

SCCA members tested the tire on Club Spec cars during the Test-n-Tune course at the 2026 Tire Rack SCCA Solo National Championships. The testing evaluated its performance for autocross and track use, as well as its durability for street driving.

"We couldn't be more excited to move the entire Club Spec fleet, including Solo Spec Coupe, to Bridgestone beginning next year," said SCCA Vice President of Rally/Solo and Experiential Programs Heyward Wagner. "Top of our list was a tire that can perform in autocross and on the racetrack, but also be durable enough to use on the street."

Bridgestone also will offer discounts through SCCA's Member Benefits program and support Women on Track, which provides scholarships, education and driver-development opportunities for women in motorsports.

"Bridgestone and the SCCA share a core commitment to making motorsports accessible, educational and fun," said David Colletti, president of Consumer Original Equipment Tires, North America, Bridgestone Americas Tire Operations.

For more information, visit scca.com.

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 to 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.

"We will find out bore, stroke, and rod length combinations that can affect what we might do on our end as far as the sizing of ports and the rpm range that they’re going to run the engines in," he continued. "All of those things come into play. Then, in a sprint car environment, if it's a non-wing car versus a car that's going to have a wing on it, that will also weigh into what we do as far as cylinder head, valve angle, and port size. We have formulas, plus we've got a pretty big portfolio of things that we've done over the years as far as a go-to piece that will work in just about every application."

On the contrary, a racer may be starting out and not yet ready for a 950-hp engine, but still needs something drivable, dependable, and...

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 "Head Start: Cylinder Heads" here and additional coverage in the August 2026 issue here.

More than $15,000 in scholarships will be awarded through the 2026 WIMNA Case Competition presented by Carlyle, which gives undergraduate and graduate students an opportunity to tackle a real-world motorsports business challenge.

Teams of undergraduate and graduate students will develop and present their solutions to industry leaders, with six finalist teams advancing to the live finals at Women with Drive VI, taking place ahead of the PRI Show in downtown Indianapolis.

Key deadlines:

• October 4: Registration closes at 11:59 p.m. ET
• October 12: Lap 1 case released
• October 23: Lap 1 submissions due at 11:59 p.m. ET
• October 30: Six finalist teams announced
• November 9: Final Lap case released
• December 7: Live finals at Women with Drive VI
• December 8: Case Competition Awards Ceremony on the main stage

The competition offers more than $15,000 in scholarships, along with an opportunity for participating students to gain experience addressing a motorsports business challenge and connect with industry professionals.

Registration closes October 4. More information is available at wimna.org/case-competition.

The PRI Show, December 10-12 in downtown Indianapolis, is the industry's premier opportunity to connect with the hundreds of journalists attending the event in search of stories, innovations and industry developments that will help shape the future of racing. 

Exhibitors with news to share at the PRI Show––from a new product, groundbreaking technology, partnership, expansion, acquisition or major company milestone––have opportunities to amplify their announcements and reach the racing industry.

Join the Official PRI Show Press Conference Schedule 

Exhibiting companies have the opportunity to host a 30-minute press conference in their booth as part of the official PRI Show Press Conference Schedule. This schedule is shared with attending media, helping journalists discover the biggest news and innovations taking place on the Show floor. 

Participating in the official press conference program can increase an exhibitor's visibility and create valuable opportunities to connect directly with industry media. 

To secure a spot in the Official PRI Show Press Conference Schedule, contact Marissa Guajardo at marissag@sema.org or 909-979-0782. 

Upload a Press Release Online

Looking for even more exposure? Use the PRI Show Exhibitor Press Release Tool to build pre-Show buzz, reach attending media, and increase the chances of being featured in official PRI Show coverage. 

Exhibitors can post PRI Show-related press releases here. 

With this tool, exhibitors can highlight product launches, booth attractions, announcements, celebrity appearances, and more, helping journalists and attendees discover what your company has planned before and during the Show. 

For questions about the Exhibitor Press Release Tool or other PRI Show public relations resources, contact Juan Torres at juant@performanceracing.com.

PRI Show exhibitors looking to generate media coverage and build relationships with influential motorsports content creators have until tomorrow to secure the best possible schedule at the 2027 MPMC Media Trade Conference. Celebrating its 30th anniversary, the industry's premier business-to-media networking event will take place February 2-4, 2027, at the Embassy Suites in Orlando, Florida. 

MPMC MTC exhibitor applications must be received by Friday, October 2, to ensure inclusion at the opening of media registration.

Hosted by the SEMA Motorsports Parts Manufacturers Council (MPMC), the Media Trade Conference brings together the manufacturers behind the industry's leading racing and performance products with the journalists, editors, photographers, podcasters, broadcasters, influencers, and content creators who cover the motorsports aftermarket. For PRI Show exhibitors, the event offers a unique opportunity to expand brand visibility and secure valuable editorial coverage. 

"Anybody who's anybody shows up at the MPMC Media Trade Conference, the best manufacturers in the world related to performance automotive and the best media in the world related to performance automotive. If you’re not at MTC, you’re missing out," said Johnny McDevitt of BluePrint Engines.

What MPMC MTC Exhibitors Receive 

• Up to 42 pre-scheduled, face-to-face meetings with media professionals who influence purchasing decisions and industry conversations. 
• A private hotel suite, included with registration, that serves as a dedicated meeting and product showcase space throughout the event. 
• A customized schedule developed by the event team to connect with media outlets that align with their products and target audiences. 
• Access to networking breaks, receptions, and special events that encourage additional relationship-building opportunities. 

For companies exhibiting at the PRI Show, the Media Trade Conference provides a focused environment to discuss new products, racing programs, technical innovations, and company news with the storytellers who can help amplify their message throughout the year. 

To learn more and to register, visit mediatradeconference.com. 

30th Anniversary MPMC Media Trade Conference
February 2-4, 2027
Embassy Suites by Hilton Orlando - International Drive Convention Center
8978 International Dr., Orlando, FL 32819
mediatradeconference.com

 
Registration is 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.

The PRI Show remains a trade-only event for qualified industry professionals. Qualified motorsports industry professionals can register for the PRI Show without a PRI membership. 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. And qualified motorsports industry professionals can register for the PRI Show without a PRI membership.

More than 1,000 exhibiting companies have already secured more than 370,000 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. 

Leon Duray "Jigger" Sirois, who became part of Indianapolis 500 folklore by nearly earning an improbable pole for the 1969 race, died September 23. He was 91.

Sirois, a native of Shelby, Indiana, made no starts in "The Greatest Spectacle in Racing" despite attempting to qualify every year from 1969-75. But his close call at earning the top starting spot in unique circumstances in May 1969 became a legendary story in the history of the world's greatest race.

Midget car standout Sirois drew first in line to attempt to qualify on Pole Day, May 17, 1969, in the No. 14 Gerhardt-Offenhauser owned by California car dealer Myron Caves. After a long rain delay, Sirois entered the 2.5-mile oval late in the afternoon to make the first four-lap qualification attempt of the day.

His first three laps ranged between 160 and 162 mph, but Caves waved off the final lap of the run due to a perceived lack of speed, negating the run. Moments later, Arnie Knepper began his qualifying attempt, but rain began to fall during his warmup laps and continued, washing out all track activity for the rest of the weekend.

If Sirois' final lap had not been waved off, he would have been the lone qualifier of the weekend and have sat on the coveted provisional pole for that week, perhaps even holding it through Bump Day the next weekend and starting the race from the top spot. Sirois' second and third attempts the next weekend also were waved off due to lack of speed or mechanical problems, and he didn't qualify for the race.

Qualification rules were changed in 1971 to guarantee all cars in line on the first day of qualifying at least one chance to make the field during the first round, ending any chance of another "Jigger" story.

Sirois continued to attempt to qualify for the "500" every year through 1975, including the sluggish Jack Adams Turbine in 1970. It was the last qualifying attempt ever for the Indianapolis 500 by a turbine-engine car. He was the second alternate for the 1974 race, falling just short of making the field.

The failure to qualify at Indianapolis belied Sirois' skill at many levels of open-wheel racing.

Sirois failed to qualify for the five USAC Champ Car races he entered in 1967 driving for team owner Bob Cavanaugh. But he attracted strong attention from Indianapolis 500 car owners in 1968 after he was forced to withdraw from the inaugural USAC Champ Car race at Michigan International Speedway due to clutch failure while running as high as second in low-budget equipment.

He made 10 USAC Champ Car starts, with a best finish of fifth in 1969 at Phoenix. He also finished third – in a turbine-engine car – behind winner A.J. Foyt and Knepper in the rain-shortened Ted Horn Memorial USAC National Dirt Car Championship race in September 1972 at DuQuoin, Illinois.

Sirois enjoyed the most success in midgets, primarily racing around the Chicago area. He won four championships in 1961, including the UARA midget title. He was inducted into the National Midget Racing Hall of Fame in 2013.

One of the most popular veteran drivers, Sirois returned to IMS in May frequently to meet fans and media members, always well-liked for his geniality and courtesy. His sportsmanship surrounding the fateful decision to wave off his 1969 qualifying attempt––he never once blamed Caves or his crew––led the American Auto Racing Writers & Broadcasters Association (AARWBA) to create the annual "Jigger Award" to honor the year's "hard luck" driver during qualifying. Sirois was the first recipient in 1969.

Sirois was born into the sport. His father, Earl "Frenchy" Sirois, was a longtime Indianapolis 500 mechanic who worked on the winning cars of Lee Wallard, Sam Hanks and Jimmy Bryan during his 40-year career. Sirois was named after two-time "500" pole winner Leon Duray.

The legendary nickname "Jigger" referred to two-time Indy 500-winning riding mechanic Jigger Johnson, a family friend. Sirois' older sister also called him by that name.

Sirois suffered from a stutter that began during a tornado scare near his hometown of Shelby when he was 3 years old. He began to manage his stutter in his mid-60s after receiving speech therapy and worked tirelessly to promote awareness and treatment of stuttering disorders in youth.

For more information, visit indycar.com.

Image courtesy of INDYCAR.

Lamborghini Squadra Corse has unveiled the calendars for the 2027 Lamborghini Super Trofeo Asia, Europe and North America seasons, all three of which will debut the Temerario Super Trofeo in their respective regions.

Super Trofeo North America similarly confirms its collaboration with the IMSA WeatherTech Sports Car Championship. Super Trofeo Asia will operate a combination of stand-alone and support events.

"The 2027 global Super Trofeo calendar features a series of exciting venues and events across North America, Europe and Asia," said Lamborghini Head of Motorsport Andrea Reggiani. "In North America, the season will get underway alongside the 75th edition of the (Mobil 1) 12 Hours of Sebring, while in Europe the championship will once again support the 24 Hours of Spa. In Asia, we will return to Suzuka after many years, adding another iconic venue to an already outstanding calendar.

"With this calendar, we wanted to give our racing customers the opportunity to compete at some of the most prestigious circuits in the world, experiencing the same iconic venues that have shaped the history of motorsport. Combined with the arrival of the new Temerario Super Trofeo, we are looking forward to an exceptional 2027 season."

For the fourth consecutive season, the North American championship will begin at the iconic Sebring International Raceway, supporting the 12 Hours of Sebring on the weekend of March 17-19. From the Florida East Coast, the teams head over to California on the West Coast for round two, which will be held at Laguna Seca in early May. The mid-season appointment is once more reserved for the picturesque Watkins Glen International on the weekend of June 24-26, with Road America in Wisconsin, the venue for round four in August. The Indianapolis Motor Speedway will host the penultimate round of the year on the weekend of September 17-19 before the season comes to a close in November at the Super Trofeo World Finals, location to be announced.  

For more information, visit imsa.com.

Image courtesy of Lamborghini Squadra Corse