Jack Davis GN page

I met Jack Davis sometime early in 1995. I saw an article in the GSX-TRA, the 1995 January/February edition, about him and decided to get in touch with him. Jack had earlier won the 1994 season Pro ET Bracket Championship at Albuquerque National Dragway. Jack has been successfully racing his GN for a little over 8 years now.

Jack's car, 1987 GN, is basically set up like most GSCA club members' cars with aftermarket bolt-on parts. The motor was rebuilt to stock specs using the following parts/machine work:

Forged pistons
Stainless steel valves
Head chamber volumes matched
Mild Isky cam
Kinser injectors flow matched within two percent
Hooker down pipe
Delta wastegate
Complete balance and line bore

The car was built with reliability as the key factor. Jack doesn't have the fastest GN in the world but he is able to race each and every weekend with very few mechanical problems. Because he is a true bracket racer he oftens sets his car up to give the car consistency not full speed.

The rear end uses South Side Bars and no-hop bars. The car runs a consistent 12.20 -12.30 at 110 MPH at a racing altitude of 5,280 feet.

Jack believes that 60-70% of bracket races are won on the starting line. He feels that witha turbo car the boost control must be his prime concern. After much experimenting, he came up with a very simple way of controlling launch boost using an Art Carr 2800 stall non lockup converter, delay box and a four wheel line lock.

He is able to launch at 6 psi every time with reaction times between .005 and .018 seconds, with top end boost set with a regulator to 20 psi. Launch boost is wastegate controlled at 6 psi with regulator blocked out of circuit by normally open solenoid valve being closed at launch. After launch, solenoid valve opens allowing both wastegate and regulator to see boost pressure. When 20 psi boost is reached the wastegate opens.

This system has allowed him to win between 60 to 70% of his races. As far as for top end of the quarter mile, the driver still has to decide to lift or stay in it through the finish line.

Jack is like most GN racers, he has a friend that races with him. Jack's racing buddy is Ned Parsons and he owns a nice 87 Gold Turbo Regal. Here is Ned's car getting the last of the race fuel out after a long hard day at the track.

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The car was built with reliability as the key factor. Jack doesn't have the fastest GN in the world but he is able to race each and every weekend with very few mechanical problems. Because he is a true bracket racer he oftens sets his car up to give the car consistency not full speed.
The rear end uses South Side Bars and no-hop bars. The car runs a consistent 12.20 -12.30 at 110 MPH at a racing altitude of 5,280 feet.
Jack believes that 60-70% of bracket races are won on the starting line. He feels that witha turbo car the boost control must be his prime concern. After much experimenting, he came up with a very simple way of controlling launch boost using an Art Carr 2800 stall non lockup converter, delay box and a four wheel line lock.
He is able to launch at 6 psi every time with reaction times between .005 and .018 seconds, with top end boost set with a regulator to 20 psi. Launch boost is wastegate controlled at 6 psi with regulator blocked out of circuit by normally open solenoid valve being closed at launch. After launch, solenoid valve opens allowing both wastegate and regulator to see boost pressure. When 20 psi boost is reached the wastegate opens.
This system has allowed him to win between 60 to 70% of his races. As far as for top end of the quarter mile, the driver still has to decide to lift or stay in it through the finish line.