Scott Driscoll’s Rare Ride

Scott Driscoll is the proud owner of sportsman drag racing’s equivalent of a unicorn. He campaigns a Gen 2 Mopar Hemi in Super Comp. In a category dominated by big-block Chevrolets, his dragster is a rare beast indeed.

Why, you ask, would a racer take on that engineering challenge? The primary factor: Scott is the owner of a Watertown, South Dakota Chrysler/Dodge/Jeep/Ram/ Ford/Lincoln dealership, obviously a GM-derived power plant is out of the question. Additionally, he’s not fighting the good fight alone. Local Watertown racer Randy Nygaard, who has gained prominence with his ethanol-fueled Super Gas ’90 Cavalier, serves as Scott’s engineer and “car chief.” They’ve been teamed up since Scott began racing in 2009. Scott’s first S/C ride was a ’97 A&E swing arm chassis powered by a more conventional 528-ci wedge head Mopar.

This is where the third “team member” comes in: Larry Demers, proprietor of Demers Performance and Machine of Carroll, Iowa. In addition to turning out quality race motors, he also successfully campaigns a Top Sportsman Chevy Cobalt. Larry built Scott’s Mopar wedge engine and lit the fire that led to the birth of the unicorn. Larry had been commissioned to construct a 604-ci Pro Street Keith Black Hemi, but unfortunately the customer died prior to its completion. Knowing Scott’s propensity for Mopar power, he contacted Scott to see if there was any interest in the engine. Obviously, Scott jumped at the opportunity; nothing says “Mopar” more than a Hemi.

Initially Randy planned on adapting Scott’s A&E chassis to accept the new engine, but upon reflection, he decided a new racer was in order. In 2012, an Undercover twin shock chassis was commissioned to accommodate the Hemi, and Larry modified the KB Hemi for racing. Changes included a custom Hogan single four-barrel sheet metal manifold designed specifically for the Stage V Millennium Hemi heads, increased compression, higher revving valve train capable of living in the 7,400- to 7,500-rpm range and dry sump oil system. The completed engine dynoed out at 1,075 hp.

Scott admits his strengths lie in sales and business, not tuning a race engine. Fortunately the three racers maintain basically the same Division V and national event race schedule and pit together, and Randy and Larry are able provide necessary support. When asked about maintaining the Hemi in competition conditions, where there is little time for between round maintenance, both Randy and Larry agree it’s similar to a big-block Chevy. Larry says the power output is also equal to competing engines. The only problem is parts availability: If something breaks, it’s unlikely the damaged piece can be easily replaced. Everybody and their dog in the pits has surplus GM-style bits and pieces, not so for Hemi internals.

In spite of the challenges the Gen 2 Hemi-powered dragster presents, Scott, Randy and Larry are more than up to the task of keeping this unicorn galloping at full speed, and beware of its twisted horn!

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