Fat arse stock car drivers

[Mike Carr]

I am guessing when the rule was changed away from shipping weight to being allowed to the add the 170, that 170 was an average drivers weight. This system is much more favorable to, let's say, oversized or overweight drivers. Back when the shipping weight was the minimum weight, a heavy driver competed at a disadvantage to a lighter driver.

The weight break determining a cars natural class is shipping weight divided by either NHRA or factory HP, whichever is used. In the DP case, it's now 390 NHRA rated. 3,100 is the shipping weight. 3,100/390 = 7.95. Meaning the car naturally falls into AA/SA, and can also run A. You can take the bottom weight break to figure the minimum weight, with driver, across the scales (7.5 for AA, 8 for A). So 8 x 390 + 170 = 3,290. AA weight is 7.5 x 390 + 170 = 3,095.

Never feel embarrased or apologize for asking questions. We all have stuff to learn, and much better to have an issue cleared up now, then before going to a race and making a mistake that could get you DQ'd or cause you to make a mistake and cost the car some performance and lose a race.

On the PA/OH line here, weather is getting bad...I imagine it's the same in Barberton?

[Chris "drooze" Wertman]

Yep, I just bailed from the shop , it was getting nasty.....about 2+ inches , wet and slick stuff.....

Now that being said, I think I know the answer, but thinking I know and knowing are 2 different things, I was going to clarify all this later....what about running overweight intentionally so as not to screw up factoring , is it just the simple division ?

Originally Posted by Mike Carr

I am guessing when the rule was changed away from shipping weight to being allowed to the add the 170, that 170 was an average drivers weight. This system is much more favorable to, let's say, oversized or overweight drivers. Back when the shipping weight was the minimum weight, a heavy driver competed at a disadvantage to a lighter driver.

The weight break determining a cars natural class is shipping weight divided by either NHRA or factory HP, whichever is used. In the DP case, it's now 390 NHRA rated. 3,100 is the shipping weight. 3,100/390 = 7.95. Meaning the car naturally falls into AA/SA, and can also run A. You can take the bottom weight break to figure the minimum weight, with driver, across the scales (7.5 for AA, 8 for A). So 8 x 390 + 170 = 3,290. AA weight is 7.5 x 390 + 170 = 3,095.

Never feel embarrased or apologize for asking questions. We all have stuff to learn, and much better to have an issue cleared up now, then before going to a race and making a mistake that could get you DQ'd or cause you to make a mistake and cost the car some performance and lose a race.

On the PA/OH line here, weather is getting bad...I imagine it's the same in Barberton?

[Mike Carr]

No, there is no maximum weight, just a minimum weight. As long as you're 3,290 pounds or more in A/SA, you're good. Many racers will run heavy for their class to avoid running too fast and getting HP. Heck, you can run AA/SA at A/SA weight. Just as long as you're at, or over, the Class minimum, it's all good.

The maximum weight issue was debated a few months ago, and is a topic all to itself.

[442OLDS]

Originally Posted by Mike Carr

The weight break determining a cars natural class is shipping weight divided by either NHRA or factory HP, whichever is used. In the DP case, it's now 390 NHRA rated. 3,100 is the shipping weight. 3,100/390 = 7.95. Meaning the car naturally falls into AA/SA, and can also run A. You can take the bottom weight break to figure the minimum weight, with driver, across the scales (7.5 for AA, 8 for A). So 8 x 390 + 170 = 3,290. AA weight is 7.5 x 390 + 170 = 3,095

What happens when the DP gets enough horsepower to be in AA only?

Normally,when you are substantially over the minimun weight for your class,you drop down.If you can't drop down from AA,you would be at a disadvantage racing another AA if you weren't at the minimum weight.

[Chris "drooze" Wertman]

And that is/will be a problem for DP cars, hence were scabbing every bit of weight we can, noone I know of has made minimum weight with one yet.....its getting NOTHING thats not rule required. Were going to be as light as any but realisticly I have no idea where that will be, I scraped 20+lbs of urethane body sealer and sound deadening out, we are one of the few that did this, and on and on, everything gets weighed, and removed that isnt neccesary or required.

Its a tight squeeze, and I still dont see us hitting min weight without cutting on the car, and well thats something that isnt going to happen.

Im dying to get it on a scale. When its all together, I figure were 100 fat. But thats just a guess from other DP owner observations of what they weight vs what we are not running they are, 3lbs visors and brackets, 20 lb sound deadning, 1.2 lbs rad fan. 1.5 lb unused gauge electronics, 6.8 ounces front wheel center caps(pair) and on and on....The its time to swiss cheese added brackets, Ive got the lightest wheels on the market, we went 8 3/4 for the weight, and a 904 vs protrans for same reason.....itll be interesting, Id like to have a few to spare....well see

Originally Posted by 442OLDS

What happens when the DP gets enough horsepower to be in AA only?

Normally,when you are substantially over the minimun weight for your class,you drop down.If you can't drop down from AA,you would be at a disadvantage racing another AA if you weren't at the minimum weight.

[Mike Carr]

Originally Posted by 442OLDS

What happens when the DP gets enough horsepower to be in AA only?

Normally,when you are substantially over the minimun weight for your class,you drop down.If you can't drop down from AA,you would be at a disadvantage racing another AA if you weren't at the minimum weight.

Bill (Daryl?), the 2008 blown Cobra Jets are that way after they received HP for a air of -1.40+ under hits this year (one each for the stick at Dinwiddie and the automatic at Vegas). They are rated at 439 now, and break at 7.38. They are permitted to carry extra weight to make AA, but can not make A now. I believe even though a car (like the CJ) breaks higher than the highest Stock class (AA), it is permitted to carry weight to make AA. Travis Miller or someone could probably help on this matter.

[Rod Greene]

I was at a meeting with NHRA run by Bernie Partridge in late early 70's at the old Ontario Motor Speedway. There were a lot of Stock and Super Stock guys there Steve Steele , Norm Nevin, Marcel Cloutier, Richie Pauley (I just remember the Ford guys for some reason). We discussed the driver weight issue. Obviously there was a wide range of driver sizes at that meeting. I think we were asking for 200 lbs but ballast wasn't legal back then except for the "oversized spare tires" some of us ran. I think Bernie said how about 170 most everyone said better than nothing and shortly after it was implemented. That is how I remember it.
We also raced the cars at shipping weight not at a minimum weight for class.

[Rory McNeil]

[QUOTE=Rod Greene;
We also raced the cars at shipping weight not at a minimum weight for class.[/QUOTE]
Back when you had to run the actual shipping weight for a certain model, isn`t that why there were so many oddball combos like station Wagons, 4 door sedans and hardtops, plus the changing of body & interior trim (Belair to BelAir, to Impala etc), in order to build a combo that "fit" closer to the top of a given class? Being in Div.6, I recall that Cal Method and the Taylor & MacNicol team must have had just about every possible 66 full size Chev bodystyle and trim package available! In the early-mid 70`s, a guy I hung out with switched from a 65 Biscayne 2 dr sedan in SS/KA with a 325HP 396, to a 65 Impala wagon, which fit near the top of SS/OA, and ran quite strongly with it.

[Harry 6674]

Originally Posted by Rory McNeil

Back when you had to run the actual shipping weight for a certain model, isn`t that why there were so many oddball combos like station Wagons, 4 door sedans and hardtops, plus the changing of body & interior trim (Belair to BelAir, to Impala etc), in order to build a combo that "fit" closer to the top of a given class? Being in Div.6, I recall that Cal Method and the Taylor & MacNicol team must have had just about every possible 66 full size Chev bodystyle and trim package available! In the early-mid 70`s, a guy I hung out with switched from a 65 Biscayne 2 dr sedan in SS/KA with a 325HP 396, to a 65 Impala wagon, which fit near the top of SS/OA, and ran quite strongly with it.

Some times the wagons and sedans were a help with the 7 inch tire rule back then.

[X-TECH MAN]

Originally Posted by Mike Carr

Bill (Daryl?), the 2008 blown Cobra Jets are that way after they received HP for a air of -1.40+ under hits this year (one each for the stick at Dinwiddie and the automatic at Vegas). They are rated at 439 now, and break at 7.38. They are permitted to carry extra weight to make AA, but can not make A now. I believe even though a car (like the CJ) breaks higher than the highest Stock class (AA), it is permitted to carry weight to make AA. Travis Miller or someone could probably help on this matter.

Thats correct Mike. You should be a tech guy.....you have been doing a great job at explaining these questions.