“The fuel-flow limitation is there to stop this, enforcing a certain level of control. “With no other limitations we might see some extreme and dangerous powerful engines, coupled with exotic strategies.” “Giving the same amount of fuel to each car is an easy way of promoting efficiency – but the requirement is not as simple as that.” said Lom. Which bring us to Dave’s current obsession… The Gen III HEMI Power Plant.The new engine regulations for 2014 have been designed to discourage teams from producing “extreme engines” and employing “exotic strategies”, according to the FIA.į1’s governing body intends to make energy efficiency a priority for the teams in designing their new cars and engines and will limit each driver to using no more then 100kg of fuel per race next year.īut, as FIA head of powertrain Fabrice Lom explained to its magazine Auto, the rules go further than that to prevent teams coming up with unusual attempts to get around the rules: Although at an age when most are looking for a winter home in Florida, Dave is busy in continuing to be innovative and investing back into the company. Dave has never lost his passion and commitment to what he does and now a whole new generation will benefit from it. Thank goodness because now began what we know as Modern Muscle Performance and the New Modern Muscle Extreme. Arrington asked Dave to turn in his keys in the front office and not enter the building. Struggling with this personally, Dave did not feel like he could do the job justice so he gave his notice and said he would stay on until the end of the year to help with the transition. With the introduction of new management and broken promises, everyone who built the reputation including Dave was left with the owner response “make the best deal you can with the new owners”. By this time Dave interest was sparked by a new platform, the Gen 3 Hemi. Well, all good things must come to an end and with the decline of the truck program, Arrington Racing was sold to an investment group in 2006. When asked how he kept it all on track he would say it was easy because it was such a collection of talented people who took such pride in every thing they did, failure was not in there vocabulary. Dave was called upon to head this up as General Manager and head of RD. Two more 5 axis CNC machines and numerous other machining equipment were added such as the chassis dyno, multiple engine dynos, Spintron Valvetrain testing equipment and much more. A new facility designed by Dave was built in the Henry County VA industrial park. After that things moved fast, and with Dodges decision to go Winston cup racing, it fueled the growth of Arrington Engines. This commitment was apparent to all when there was a cot put in with the CNC machine and the computer room where he slept. Under extreme pressure of opening race deadline Dave would work around the clock to get the program off the ground. Year 2 the decision was made to bring all head development in house and purchase a 5axis CNC. The year was a whirlwind and working 7 days a week with only taking Christmas day off we went from 2 to a 6 truck engine program. In the first year and in the very first race the two trucks they built engines for were on pole and outside pole. The decision was made to move south and join forces with Mr. Dave and Kent’s small shop in New York became instrumental in providing parts and development over the years for various engine programs like the Archer Brothers Trans Am program, Keselowski ARCA Racing and eventually the Craftsman Truck program. Through all his years of small block development Dave became associated with Joey Arrington. Well this fueled the racing bug once again and lead Dave to a life changing decision for him and his family. Dave’s was assigned to take care of the cam drive and all the front drive components including dry sump, water pump, vacuum pump and motor plates. Well this was short lived and with the introduction of the NHRA Pro Stock truck series He received calls for Dick Maskin, Alan Patterson, David Nickens all wanting him to assist in ramping up the Chrysler small block engine program. Although still building race engines he was no longer racing. In 1994 Dave and Kent split and Weber Machine was born. Things like cam belt drives, 48 degree blocks, and cylinder head development with the expertise of Jim Bell of Texas that led to the W8 head design and this all came from a small shop In Wellsville New York. In pursuit of their racing goals Dave developed many first for the small block engine platform. Kent and Dave formed Ritter and Weber Racing which had a competitive record setting race program in both Super Stock and Competition eliminator in the NHRA. Also while attending college Dave met future race and business partner Kent Ritter.
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