Quote:
Originally Posted by boostedf22c
It's the hole diameter in my adapter/mid plate. Their rules state that this hole can only be 1 inch in diameter bigger than the crank flange diameter where the flywheel bolts too.
That is super easy to do with your domestic V8 car as that flange sticks through the adapter plate and mounting flange of the block. Mine is recessed inside of the mounting flange of the block and inside of the adapter plate. So that hole HAS to be bigger to accommodate the radius on the back of the flywheel so we can safely bolt our flywheel to the engine. Their solution is to run a hub adapter or some weird sort of spacer to get the crank mounting flange past the adapter plate to where we can bolt the flywheel to. Anyone with any experience with a buzzy inline 4 cylinder car knows that it's hard keeping any bolt in that engine, let alone a flywheel bolt. So in their "fix" I would have to run really long flywheel bolts and some sort of spacer. That too me seems way more dangerous than a larger hole in the adapter plate that goes no where except into the back of the block. And honestly it's extremely close to the radius of the flywheel so in the end the hole in the adapter plate, once the flywheel is bolted up is actually non existent.
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Wow. I understand the rule as written, and you're right. It was never written with modern import engines in mind, and is probably decades old. I think a few calls to Glendora, and talking to Pat or some of the others might make you some headway. I think a better solution than a spacer would be to have the crank made a little longer to move it back, if NHRA won't bend on the rule. I hate you had that happen, your car is really cool.