1997 Ford Ranger Prerunner Chad Superlite - hydraulic Pump - Photo 10894962

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To relieve some load on the engine and eliminate a fan belt, each Superlite uses an electric-driven hydraulic pump to provide assist pressure to the Kartek steering rack tucked up in the nose of the chassis. Note the large fluid reservoir mounted with the pump near the firewall.

0810or 23 z+1997 ford ranger prerunner chad superlite+front view

0810or 23 z+1997 ford ranger prerunner chad superlite+front view

0810or 14 z+1997 ford ranger prerunner chad superlite+short jump

0810or 21 z+1997 ford ranger prerunner chad superlite+side view

0810or 05 z+1997 ford ranger prerunner chad superlite+exterior side view

The chassis is constructed primarily from 1-5/8-inch DOM tubing. Many of the critical joints are TIG-welded, and the CAD-engineered structure is sturdy and efficient. Each truck sits on a 94-inch wheelbase and sports a 74-inch track width.

The interior is all business as you would assume. Driver and codriver are wrapped in a DOM cage sheathed in bead-rolled aluminum panels. The dash is populated with instrumentation to monitor all the engine vital signs. A small center console holds the cable shifter for the tranny and a CNC'd throttle pedal, and Wilwood clutch and brake master cylinders mount up near the firewall.

PRP suspension seats fill the cockpit to accommodate a driver and codriver, and Parker Pumpers behind them provide clean air to the helmeted occupants. A PWR radiator sits aft of the cab with a screen mesh separating the two. It gets cooled from airflow through the cab with the assistance of a rear-mounted, shrouded electric fan. Both engine coolant and oil are cooled in separate sections of the radiator.

A small starting battery sits center, just in front of the firewall and between the upper A-arms. Chad runs the longer-version front bumper that provides room to mount three driving lights in front of the body clip. Some of the Superlites have a more-contracted nose without the front lighting, which offers a better approach angle.

At each corner, you'll find four-piston Wilwood calipers squeezing 12-inch vented and drilled rotors. Hubs are FPO pieces and use a five-lug wheel pattern.

The rear trailing arms support FPO hub assemblies, and power makes it to the wheels through Sway-A-Way shafts combined with 930 race CVs with chrome-moly ball cages. Keeping the rear suspension balanced is a low-mounted torsion sway bar.

All A-arms and spindles are made in-house at Full Potential. Rod ends or spherical balls are used at all moving joints. Tires are restricted to any 235/75R15 size and type, but drivers are allowed to cut the tread to their liking. Chad's tires are grooved for improved traction on the track thanks to Precision Race Development of El Cajon, California. Wheels are beadlocked alloys to keep the tires clamped snug during hard cornering and off-square landings.

To relieve some load on the engine and eliminate a fan belt, each Superlite uses an electric-driven hydraulic pump to provide assist pressure to the Kartek steering rack tucked up in the nose of the chassis. Note the large fluid reservoir mounted with the pump near the firewall.

Blake Wilkey gets the nod for dialing in the King shocks on Chad's truck. The class allows owners to use any single-reservoir coilover shock of their choosing. External bypass shocks are not allowed, but owners can add supplemental air bumps. Fronts are 12-inch body shocks, and rears are 14-inch bodies.

FPO fabricates the compact exhaust from 304 stainless and caps it with a SuperTrapp tip. Super-sano mounts secure the muffler to a rear side panel next to the tranny.

A 16-gallon fuel cell sits aft of the engine and above the gearbox, and a Holley electric fuel pump moves regular unleaded gas forward to the engine. Fuel level is monitored with a dash-mounted gauge.

Looking from above with the rear panel removed, we can see the Mazda 13-B Pineapple Racing-built rotary motor. These compact powerplants output in excess of 200 hp with fuel aspiration provided via a single Weber 48 IDA carb. Ignition spark comes from an MSD 6AL ignition unit and MSD wires. Powerband on the motor runs from about 4,700 to 8,000 rpm, where it is rev-limited for motor longevity.

The tranny is a Mendeola MD4S four-speed gearbox with upgraded Weddle gears and a 2D gear carrier. A chrome-moly spool locks the axles, so throttle response from the gearbox is predictable and consistent.

The body is formed from lightweight ABS plastic and is assembled onto the chassis in six pieces. DH Graphics in Murrieta, California, did all the graphics wrap work, and Power1 of El Cajon shot the silvery powdercoat on Chad's chassis.

Chad turned out to be the fastest Superlite driver for the day and won all three races, handily beating the other Superlite drivers.

With the trucks built to spec class, the competition overall should remain fairly tight, save for differences amongst driver skill and suspension tuning. The day we watched the races at Lake Elsinore Motorsports Park, there were four Superlites competing at the same time 1400 class trucks were running, but the Superlites quickly left them behind.

Sometimes those easily assembled panels may also disassemble themselves. Chad was sliding hard through this berm when the right rear quarter took flight. The panel may have been cracked from a previous bump with another race truck.

A Superlite chassis gets welded on the rotisserie in the FPO fab shop.

The rear trailing arms are fabricated from a number of sheet components and TIG-welded for ultimate strength. Large rod ends attach the arms to the rear portion of the tubular chassis.