Re: hey len !!!!
 

Len , Thank you for your reply. I would like to suggest this: The only way this is going to work is to count all rounds of class eliminations, and do it about four times a year.
Can you tell us what the new AHFS trigger will be? Giving us .05 to play with and making it 1 second under would be a step in the right direction.

Re: hey len !!!!
 

Len ,Thanks for yor reply i must say i don,t agree with all of what you said, or nhra,s view on throwing us all back together, i guess time will tell !!!!! I still remember distictly what those new camaros and firbird,s tailight look like from years past .... thank,s dennis j/sa

Re: hey len !!!!
 

If I counted correctly, at the memphis race,,,counting Fi with carb cars,,,AND if they hadnt changed classes,,,there was going to be 39 cars from A/SA to E/SA,,,,,,,,who ever is favor of heads up runs are going to get what they wanted....thats 39 out of 78

Re: hey len !!!!
 

I sure most of you know, but this needs to be said. How much volume of the intake charges is taken up by fuel? If you eliminate it, and inject it with a nozzle later on in the intake port what flow do you gain? Substantial.

Most older engines start splitting out the fuel creating wet flow combustion conditions that the significantly reduce combustion efficiency. Fuel injection can avoid many of these issues by injecting the fuel just after these high speed turns. The density of the fuel being much higher than air causes the fuel to separate causing wet flow. This happens severely on the short turns avoided in many cases by the fuel injector placement.

On top of that, NHRA still hasnt realized that the older engines are rated dyno HP and the newer engines are essentially rear wheel. It is also proof that AHFS is severely limited. If you have a very fast car with an advantage, by design the AHFS keeps that engine perpetually on the top. If it has a severe advantage it takes years just to bring in check, sometimes never.

We have one engine in Super Stock that was completely bogus and has received 43HP since the inception of the AHFS, and it still dominates SS today. Another engine had 7 National Records and got 6HP off in 2002, then 18HP back on since, and is the second dominant engine in SS. If AHFS was working how could this happen? These engines are going still 1.3 under with no doubt tons of sandbagging.

Yes, AHFS is better than doing nothing, but once a combo is bogus due to after market parts, original ratings, or a clerical mistake, it is on top forever by its design metrics. If NHRA is going to put the FI cars in with the older cars, they need to revisit the merits of the AHFS as I can 100% guarantee it wont fix it. You can put ear rings on a pig, but it is still a pig.

Lynn

Re: hey len !!!!
 

Do people REALLY want the AHFS to work? I am sure most VOICE that opinion but if you have a fast car, you chose by skill and using the understanding of the technology and the NHRA loose factoring you probably have some reasons to be selfish.
The only way it will work is to use as many runs as possible at as many locations as possible. Heads up class runs are the best but we know that can be played with too. If a record PAID or winning class PAID or qualifying high PAID people would be more apt to get factored quicker.
If crossing the scales overweight by over (some wt 100 or 200 lb) were a factoring offense that would help too.
The problems stem from TOO many Motors, legal for S or SS. This is a continual source of research for the sharp book racers. More solid pre race factoring would help but if there is a pressure to upgrade the years of cars racing then the loose factoring is just the ticket. example FI cars growth as result of weak factor to get them built and replace vintage iron......