Tech Q&A: Mike Ford

May 15, 2001
3:25 PM EDT (1925 GMT)

Mike Ford is crew chief of the Evernham/Elliott Motorsports No. 9 Dodge Dealers Intrepid R/T and driver Bill Elliott. He experienced the phenomenon known as “crew chief by committee” in 2000 with Elliott.

That’s why the second-year mechanic is thrilled to have Elliott’s focused attention at his disposal in the debut year of the Dodge Intrepid with Evernham Motorsports.

Evernham, one of the sport’s most respected crew chiefs who has now stepped back solely in an owner’s role, is always on call as a vital resource for Ford and crew. Ford meets Evernham’s most important criteria for choosing a good technician in someone who wants to accomplish something.

Ford’s drive was reflected at the very start of the 2001 season, when Elliott qualified for the pole position at the Daytona 500 and finished fifth in the event, the highest-finishing Dodge out of the 10 Intrepids to compete.

Q: How does hot or cold weather affect average speed on the track? Henry J. Schmidt, Devine, TX

A: On the hot tracks you run on in the summer races, the tires get slick and lose their grip on the track. The car gets loose and the driver really has to finesse the car. In the cold, the track gets faster and the cars have more grip.

Q: I noticed during the Bud Shootout that the roof flaps were lifting a little bit on some of the cars. My understanding was that they were to lift to keep a car from becoming airborne after a bump or crash. What effect does this lifting have on the handling of the car under "normal" racing circumstances? Maurine Moore, Macomb, IL

A: The addition of the roof fin means that there is now turbulent air flowing over the roof fin. This creates a low pressure area above the roof flap, which causes the roof flap to lift. This doesn't impact the handling. NASCAR has done a good job with the roof flap. It really does its job.

Q: I work on driveshafts, and was wondering what type of U-joints are used on NASCAR Winston Cup Series race cars -- solid journal or greasable? Brian Ehrgood, Pittston, PA

A: We've used both. Most manufacturers have recently gone to solid journals. The solid piece requires lower maintenance and durability. But with our maintenance schedule, we don't run them long enough to do maintenance -- we just replace them.

Q: What is done with all the tires after each race after the post-race inspections? Steve Drummonds, Bono, AR

A: Once they come off the car, they're done. They can't be used again. We pay a disposal fee and they are taken away to be shredded or sold.

Q: Why are all the toggle switches on the dashboard placed to go up to be on? In my race car, I have the switch going down when it is on. Ronnie Cook, McAlpin, FL

A: In the amateur series, it's really personal preference. In the NASCAR Winston Cup Series, it's a safety feature. It's important for the driver and track safety crew that every car is consistent. It's a rule of thumb that the switches are up when they're on and down when they're off. It's easier for the driver, too. The downward motion to turn them off is a lot easier and more natural.

Q: During your practices, you are doing adjustments to the suspension and so on. What kind of adjustments do you make to the shocks for each track? What is allowed by NASCAR? Ken Deyoung, Franklin Park, IL

A: NASCAR allows any kind of manufactured shock piece. Other than Daytona International Speedway and Talladega Superspeedway, where the shocks are specified, it varies from track to track. On a rough track, we use a softer shock. On a smooth, fast track we use more bleed and more stack. It's a heavier shock that gives more control and better attitude. You don't have to worry as much about the tires giving up.

Q: When I was in the pits at Phoenix in 1999, I noticed they were using some kind of heat gun to shave the tires of what I assume is debris for reuse of the tire. What is this practice for? Greg Cook, Tempe, AZ

A: There are five depth pins across the tires. You have to shave off the excess tire and debris collected on the track and in the pits so you can check the depth pins and see what part of the tire the car is using the hardest.

Q: What engine oils are teams allowed to use in their engines? Are they limited to certain brands, as they are with race fuel? Are they allowed to use synthetic oils or petroleum based oils? What weight oils are used? Mark Shouted, Salt Lake City, UT

A: Valvoline is our oil of choice. NASCAR doesn't really have any regulations on what oils you use. You can use the same as in your regular car. For qualifying, we use a lightweight oil. For racing, we use a lot of 10W30 and 20W50.