I got, Jeremy Ray had it. It was a Buck motor
and I didn’t know Charlie from Adam. I think
it was 2010 when I bought my first 746 to run
Renegade. I called Charlie and said, “Jeremy Ray’s
got a motor, I’d like to get it. Do you think if I
bought it you’d take care of it?” He’s like yeah,
sure. From that day on, I’ve always stuck with
Charlie. He’s always been good to me and he’s
treated me like family. I look at him like a best
friend and like a father.
We talked a couple months ago about
how you’ve worked with these manufactur-
ers, whether it’s Charlie or Brandon Switzer
at Switzer Dynamics on developing things
for the car. How has the technology in your
camp alone changed in the time you’ve been
in Pro Nitrous?
Well, when I first started it was carburetors,
then it went to fuel injection. That was a major
deal. But the technology behind all this, I think
the number one thing is the motors and the peo-
ple that build the components that control the
motors. Every component of that motor – the
crankshaft, the valvetrain, the valves, to the ni-
trous system.
What’s really took my racing probably to the
next level as far as being able to run that speed
and that ET – I always ran Brandon Switzer’s stuff,
but the major thing is when I got with Brandon
over this winter, we got together and had a talk.
I started running his fuel injection system. It’s a
deal where he does his own thing and I do my
own thing, but I’ve always got somebody there
that’s got me and my racing program in their
best interests. I like to try a lot of stuff and do
a lot of stuff, and he’s somebody that I can kind
of bounce ideas off of. It’s probably by far one of
the best decisions I’ve ever made in my racing ca-
reer going with him. He’s one of the most honest
people I’ve ever dealt with and probably one of
the hardest working people I’ve ever dealt with.
I really enjoy his product.
This kind of leads to what you asked, but his
constant work ethic and Charlie’s constant work
ethic and wanting to develop a better product or
a faster product or a product that makes more
power or consistent power, that’s what’s taken
my program to the next level.
It used to be that we’d run .90s and mid-.80s
in the summer. Now we’re running low-.70s and
high-.60s in the summertime. Their work ethic
and their will to develop that product and make
those products better, the engines and the parts
in the engines and the fuel injection system and
the nitrous, that’s what’s taken it to the next level.
It’s changed drastically.
It was only a few years ago that Pro Nitrous
was chasing the 3.60s. Now the 3.50 barrier
is on the horizon. Are you surprised by how
quickly the performance has progressed?
I study this stuff a lot and I don’t want to sound
cocky or anything when I say this, but I expected
us to be where we’re at right now with the ETs
and stuff that we run. I study this stuff a lot and
I see the potential is there. I figured we would
run what we’re running.
The thing that’s probably blown me away
more than anything is I didn’t think we would
have the amount of cars that we have running
that low of an ET so consistently. You look back
just three years ago and it was pretty much just
me and Tommy Franklin. We had four hun-
dredths on everybody. Now you’ve got nine cars
that are only a hundredth apart – and they’re all
running .60s. Every one of them is running .60s.
I picked up two hundredths, Tommy picked up
WHILE COX AND HIS FATHER,
LLOYD, STARTED OUT GOING
TO THE TRACK ALONE, THEY
SOON REALIZED THE NEED
FOR A FEW DEDICATED CREW
MEMBERS TO HELP WITH THE
BETWEEN-ROUND THRASHES
AND LATE NIGHTS THAT COME
WITH RACING PRO NITROUS.
August 2019
DragIllustrated.com
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