No Time/Grudge Racing | Keenan Kimwar Oates/Dave Thomas Racing | Nitrous-Powered Corvette



There is a mystique that surrounds the No Time/Grudge Racing from the secrecy surrounding the race vehicle and its performance to the cagey characters that make the scene fun, competitive, and definitely not for the weak of heart. There are no Karen’s walking around those events as you better bring your A-game on the track and quick talk for off of it.

The FuelTech facility in Ball Ground, Georgia recently hosted Dave Thomas Racing and its driver Keenan Kimwar Oates along with their flawless Corvette, which is slated for service in No Time/Grudge Racing competitions. The team is preparing for an exciting 2022 racing season that will take them all over the Mid-Atlantic region and as far away as Florida and even Texas. A single day on the famous Mainline Hub Dyno at the FuelTech facility netted positive gains, allowing the team to be ready off the trailer for any would-be competitors.

The Corvette, built by Reese Brothers Racer Cars, features a sporty big-block from Pat Musi Racing and there are vicious rumors it is larger than the advertised 632ci of displacement. Those same rumors claim the cylinder heads flow a bunch more air than the set of rectangular port big-block heads that your dad put on his warmed over Chevelle back in the day. Oats did fess up to the engine benefiting from nitrous oxide, so don’t let him tell you otherwise if you’re lining up against the team at a grudge race this year. But a funny thing happened when the team got the intake back from Nitrous Outlet, they forgot how to count, so they don’t know if there is one or two nitrous systems plumbed into the intake or there could be—gasp—three or four or more. The thing about grudge racing is you have to put up the money to find out for sure.

Good News—we can tell you about the PowerFT engine management system that keeps control of the rowdy engine and drivetrain. The Corvette employs an FT600, the top-of-the-line ECU that seemingly does it all in the FuelTech universe. One of the highlights that nitrous-powered racers prefer are the Pro Nitrous controls that come standard in all FuelTech ECUs, which includes the FT600 in the Corvette, as wells as the FT550, FT550 LITE, and FT450.

The PRO Nitrous function has the ability to control up to 6 stages of nitrous injection, set operation thresholds, offer custom timers and delays, complete ignition timing and fuel control, nitrous bottle pressure compensation, and individual cylinder trim.

Beyond the PRO Nitrous functions, the FT600 engine management system has standard features like sequential injection and ignition, O2 closed loop, Data Logger, Delay Box, Boost Controller, and Nitrous Controller. The FT450, FT550, and FT600 ECU units also come with an LCD display and touchscreen, showing real-time data and allowing the user to make adjustments without a PC connection. Additionally, all the PowerFT control units feature AMP SUPERSEAL automotive connectors, accelerometer and gyroscope, and 2 CAN networks. If that isn’t enough, the FuelTech Input Expander is available, providing 24 additional inputs, including 20 analog inputs and 4 VR sensors.

The FT600, FT550, and FT550 LITE are capable of transmission control with its built-in GearControl function. We can assure you the Oats’ machine definitely has more than 2-speeds but way less than the 10-speed that other grudge racers employ. That said, accurate shifting in the fast-paced world of 1/8-mile racing benefits greatly from the GearControl function and you can hear it in the video.

An FTSPARK Capacitive Discharge Ignition (CDI) has been installed in the Corvette to ensure proper ignition occurs when the big money is on the line. The FTSPARK is a highly capable ignition system that has since been upgraded with a Gen II variant. The FTSPARK Gen II offers a minimum and guaranteed 750mj of energy at 140 amps and has been tested up to 850mj in certain applications. FuelTech tests every unit prior to boxing to ensure each one meets the 750mj minimum guarantee. For those interested, the output is a 25 percent increase over the FTSPARK Gen I and a 12.5 percent increase in amps at the primary coil. All Gen I ignition boxes are upgradable to Gen II and it uses the same enclosure, making the swap easy and quick. The CDI ignition is paired with a set of eight CDI Racing Ignitions coils to light off the mix of fuel and nitrous-infused oxygen.

From the professional ranks of the NHRA to the No Time/Grudge Racing world that puts drivers in the final round right off-the-trailer, there is a reason you’re seeing #FuelTechEverywhere

Like the video? Don’t forget to like, share with your friends, ask questions and SUBSCRIBE 🔥

– – – – – – – – – – – – – – – – – – – – – – – – –
Follow us on social media
– – – – – – – – – – – – – – – – – – – – – – – – –


34 Comments

  1. 1:56 e 2:40 por que é necessário aqueles tubos do nitrogénio a sair, é uma purga do sistema? Era legal o pessoal da FT ou quem conhece do assunto dar uma explicação técnica das motivações. Muito bom o vídeo, parabéns ao Luis e restante team FuelTech!

Comments are closed.