You can combine craftsmanship with

sport in micromidget racing. Here is

How I Built
how to get started.

W HEN you broadside into an oil-slicked

turn in a one-cylinder midget, sitting

My One-Lung
inches from the ground, you know you've
really been in something. The cars are
small, but the thrills are as big as any you'll
find at Indianapolis. We couldn't resist

Racer
By John Rogers
Member. Dallas
Micromidget Racing Club

Power plant is a B.S.A. Model

C-ll, a 15-cu.-in. overhead-valve
air-cooled British motorcycle engine.
Turning up at 5,400 r.p.m., this
engine kicks out 11 blip. Built-in
three-speed transmission and clutch
make it ideal for midget-car build-
ing. Assembly has a kick starter.
 AUGUST 1951

Seen from this angle, the

brightly painted car seems to
exceed its actual over-all length
of 91".

5
/l6" BOLTS 4 2 " CHANNEL
taking a crack at the sport after reading
(14 GA. MILD STEEL) in POPULAR SCIENCE about the fun that
Indiana club had ("Homemade Racers
Hit the Dirt Track." Oct. '49, p. 186).
Our Dallas club got going a year ago.
All last winter and through the spring, you
could see the flare of welding torches and
hear the rasp of hacksaws in scattered back
yards all over town. Along with spring
came a new crop of one-lung midgets, many
of them with interesting modifications and
improvements. I'll tell you about mine.
■
SPRING Before touching a single wrench, I sat
down at the drawing board and did a little
Frame measures 20" by 60". Midget has a doodling. I wanted a car that could be
62 1/2" wheelbase. Front and rear spring mounts built with a minimum of machine work and
are )s" steel plate welded to top of frame. Two
3/4" bolts hold engine to the supports. welding, one that would use mostly stock

Axle of Model-A front end was cut, shortened,

welded in center, and planed to 1" thickness.
Steering knuckles were cut down to U shape as
shown, spindles shortened, and hubs modified
to fit Cushman wheels. For both front and rear,
Crosley springs were shortened to 22" o.c. and
reverse eyes rolled in ends. Reverse eyes help
to lower entire car. Radius rods were bolted
to old spring-perch holes.

POPULAR SCIENCE
parts. But I also wanted to maintain the
beautiful proportions of an Indianapolis
Special. It takes no more material to build
a sleek car than a junky one.
First the engine. My racer is the only
one in the Dallas club with the engine in
front. I am convinced that's where it should
be for the best weight balance, cooling, and
the long look a racer ought to have.
Rules of the Dallas club allow a maximum
displacement of 20 cu. in. for L-heads, 15
for overhead-valves, and 11 for two-cycles.
The B.S.A. overhead-valve motorcycle en-
gine that I chose hits the ceiling for its
class.
In action, this has proved a good choice.
In my first meet, the car turned in the fast-
est time trial of the evening—11 seconds
for one lap of the 1/15-mile banked clay
oval. Acceleration was terrific. And out on
the open road I hit up to 60 m.p.h.
The engine then was still strictly stock,
bought secondhand. I had been so busy
completing the car that I had not had time
to attempt any modifications on the engine.
Engines of this size (249 c.c.) are made by
nearly all loreign motorcycle firms, and
frequently can be bought used in this coun-
try at a reasonable price. With built-in
transmission and clutch, they put you well
ahead on the construction job.
In races, I start my engine by pushing,
as is customary at most meets. But the
kick starter could be used bv extending its
BACKING PLATE
AND SHOE
ASSEMBLY
shaft so it will protrude beyond the frame.
The chassis design of my car would
accommodate many other engines with a
few minor changes. For easy removal, my
engine is held in place by only two bolts.
Both front and rear ends are also bolted
in place. Many of the Dallas cars use steel
tubing for frames. This keeps down the
frame weight, but welding usually is re-
quired to attach a part.
The rear end is a big reason for the
success of my car. Although simple in de-
sign, it is rugged and efficient. The solid
rear axle is keyed to drive both wheels, in
contrast to the one-wheel drive found in
other midgets. This means there is no
tendency to go into a spin when you gun
it while broadsiding.
In competition, bumpers or nerfing bars
are needed to protect the car. A safety belt
is a must for the driver.
The Dallas club has worked into a very
successful organization. Lights have been
installed for night races. At the present
time, meets are held twice monthly on Mon-
day nights/ Admission is free.
Other Texas cities have invited us to
bring our cars and put on race programs
under the sponsorship of such organizations
as the Lions Club.
For us drivers it's all just sport. And,
take it from me, you couldn't find a better
one anywhere.
Two more pages of construction photos
follow.
Solid rear axle drives both wheels. Axle, ta-
pered to fit Crosley hubs, runs in ball bearings
pressed into ends of .065"-wall tubing. Wood-
ruff key and setscrews attach drive sprocket to
right end of axle. Collar held by setscrew to
brake end of axle prevents side play. Spring
hangers are l"-o.d. tubing welded to axle hous-
ing. Cushman 100 tires and wheels were used
at rear, Cushman 4.00 by 8s at front.
AUGUST 1951 ||j7
Jack shaft transfers drive from the center of
frame to outside. The bearings have setserews
that lock shaft firmly to inner race. Woodruff
keys and setscrews hold sprockets to shaft.
Sprockets must be carefully aligned with those
on engine and rear end. Gear ratios can be
changed by changing sprockets.
Seat-back frame also serves as a roll-over bar.
It was shaped from 1" thin-wall steel tubing,
with steel plates welded to-ends. Sheet alumi-
num was screwed to front of frame. Bottom pan
also was formed of aluminum, screwed outside
frame from seat back to firewall.
Crosley steering gear was center-mounted by
lengthening control shaft and adding tubing ex-
tension on right side. Pitman arm was length-
ened to 6/2" o.c. and left steering arm shortened
so less than three-quarters of a turn of steering
Rear radius rods were mounted on both sides
like this. Front ends are above jack shaft.
An aluminum firewall supports coil, oil tank,
and battery box. Frame for firewall, hood, and
cowl was shaped from cold-rolled channel that
is used for installing metal lath in buildings.
This bends easily without heating. The brake
lever was pivoted to side of frame.
wheel moves front wheels from full cramp to
full cramp position. This fast steering is needed
for racing. Clutch and gas pedals are on op-
posite sides of the chain guard. The guard was
shaped from sheet aluminum.
Gas tank made from a gallon can was strapped
high on back of seat for gravity How. Filler
pipe extends above tail section of the body.

Tail section was made from one sheet of

aluminum, attached to seat frame with
8-32 machine screws (1). Then it was cut
to a curve along bottom edge ( 2 ) , and cut
out at top rear ( 3 ) . Rear section was
shaped with hammer and dolly and welded
along seam. Weld bead was smoothed with
file and emery cloth.
,- Rest of body consists of simple curves. All pieces were
attached with machine screws, and the edges smoothed
with a file. Radiator shell was shaped to suit grille used.
Cooling louvers are needed in radiator shell and top of
hood. Bright paint completed the job.