Washington Econo Sprint Car Organization

History of WESCO


Incorporated in 1992, W.E.S.C.O.’s founding fathers had a dream of an economical sprint car club. An organization that was to be ran by the members. The 360 class started out as an economical alternative to the 410 class but quickly approached the costs of a 410. In the search for a successful economical formula, many ideas have been put forth. Some ideas limited wing size, while others limited engines to claimer or stock junkyard varieties. Some have limited tire widths. Some felt gasoline was the answer to real economical racing.

                 W.E.S.C.O. actually considered all of these when the first drafting of rules began in 1993 for the up coming WESCO TOUR SERIES that began in 1994. Also considered, was the effect any changes would have on existing cars. The econo rules that were originally spoon feed to the new club needed to be altered. Skagit Speedway was unwavering on any latitude of their Econo-sprint rules. Those rules consisted of a maximum 4x4 top wing, no racing shock absorbers, no power steering, and no front wing. Engine rules consisted of flat top pistons, stock production heads, no roller cams, no angle milling, and carburetion on alcohol only. With the beginning of the 1994 Tour, the WESCO cars were made to become more into compliance with readily available sprint car parts. Parts that could be picked up at each January swap meet as high dollar Skagit cars were being up graded.

                 The winter of 1993 was spent evaluating all the rules of present day sprint cars. Each rule was evaluated on its own merit as far as to whether it made good economical sense or if the change in rules would help or hurt car count. The first obvious change was to get away from the bastardized 4x4 top wing. This special size wing cost almost as much to build as a regular wing, and was not as plentiful on the used market. At this time, the wing evolution was creating a large surplus of last year wings that could be picked up for $75-$100. The newer cars were going to lighter, runner-enclosed versions. A standard front wing was allowed to give new drivers to the sprint car world a better chance to hook up. This was a big factor in the taming of the squirrel. Real racing shocks also were allowed which also helped the handling. Power steering also let the driver think more about his driving style than just building up arms to match Pop-Eye. Steel wheels and steel rear axles that were mandated by Skagit at the time, were allowed to be up dated to the modern aluminum versions. These changes brought the sprinters up to a chassis rule standinjectors. They must be an up nozzle. If large injectors are found at a swap meet, they can be used. With no porting or polishing, the head becomes the flow restrictor. From all outward appearances, the engines have the appearance of a standard 360 except for steel heads and a wet sump pan. The secret of this engine rule success is the flat top piston. By building a strong basement, and keeping the compression low, the engine life is greatly extended. In general the engine rules are; stock steel block, stock production heads (milling is O.K, but no angle milling), production crank, after market rods allowed (no titanium, aluminum, or exotic metals), roller rockers are O.K. but no roller cams. The basic winning W.E.S.C.O. motor ends up being like this. 350 chevy 2 bolt with splayed 4 bolt main caps. Stock 4 bolt blocks tend to crack the webs at the outer bolt holes. A cast crank with counter weight turned down to fit inside the torque ball housing. The crank is rebalanced to match the rod and piston choice. In past years the piston choice has been the Keith-Black hypereutectic flat top pistons available from Speedway Motors for $175. These pistons usually weigh in at 554gms. with out the pins and are always less than 2 grams difference between each piston. Total rod, piston and pin weights are usually around 1435 grams. This number is not very far off stock weights, which keeps the balancing bill down, as no heavy metal is usually required. The head of choice has been the old standard double hump 462-type casting. The head of the future will probably be the new Vortex head as 462 castings are becoming harder to find. Maybe someday an after market head such as the World Product stock runner unit will find its way in to the rule book, but for now, this is what is winning.



 Horsepower per dollar W.E.S.C.O. ends up being the most inexpensive form of racing around. It has maintained a well thought out set of rules while other clubs have come and gone. It is still the best-kept secret in the Pacific Northwest . Running non-winged shows at 1550 pounds and winged shows at 1625 pounds, the racing is close be it dirt or pavement. There are no dirt tire rules to prohibit you from picking up nice take offs from all clubs running the dirt. An economical Goodyear and American Racer right rear tire rule has been used in the past keeps the cost down for the pavement.

Stay tuned for the upcoming 2008 season. In the past tracks have been booked in Canada , Washington , and Oregon . DIRT & PAVEMENT.