New Eliminator proposition

[Ven302]

Originally Posted by alan roehrich

make it really easy. Make all the cars weigh 3200# plus 170# for the driver. I'd skip the "two types of cars" to keep it simple. Everyone gets one (4150 series) carburetor and 14"x32" tires. Five single carburetor classes, five indexes. Easier to factor and police.

A: 470 cubic inches maximum (440 minimum), canted valves, with a 1050 carburetor.

B: 420 cubic inches maximum (390 minimum), inline valve true wedge, with an 950 carburetor.

C: 360 cubic inches maximum (350 minimum), inline valve true wedge, with a 850 carburetor.

D: 305 cubic inches maximum (285 minimum), inline valve true wedge, with a 750 carburetor.

E: 300 cubic inch v6 (minimum 270), inline true wedge, 750 carburetor.

Cast iron oe supplied block, any oe supplied cylinder head, cast intake, steel connecting rods.

Nhra approved carburetors.

Clutchless transmission, maximum 5 forward speeds, 14"x32" tire, back half, fiberglass hood only, factory glass. For automatics, 150# weight break.

Pump for displacement, anything suspect comes apart. Any compression ratio, any valvetrain, any porting or polishing allowed.

double like!!

[SStockDart]

Wow.....lots of good posts. Don Kennedy, I agree, stock and superstock is not broken, except for the "no horsepower" for new cars. Very simply, if NHRA is ever going to allow a new eliminator, it absolutely has to be simple to administer........Newest categories, Top Dragster, Top Sportsman.......vertually no time necessary for NHRA to regulate. Safety check the cars.....top 16 or 32 qualify....must run within ? of qualification time.
I feel strongly about 2 categories of Modified Production.....first category (double AA, BB, etc), multiple carbs (no boosters).......14 inch tire. Second category, (single A, B, etc)....single carb, 9 inch tire...Where I seem to have a difference with some posts is the size of the carb changing with the class......I believe one size carb for the single carb cars....my preference is a 600 CFM....If you want to run A/MP with 500 inches, make it run with 600 CFM....(no real opponent of a 750 carb as long as it is 750 for all single carb cars)... We don't want to make it easy for competitors to run fast, they will have to work hard on the combinations......but we have to make it easy for NHRA tech to administer.

It goes like this.....OK, you want to run single carb Modified Production......easy to make horsepower (relatively speaking) with a 300 cube engine and 600 CFM carb......you want to run A/MP, much harder to make horsepower with a 600 CFM......Your choice.....\

Absolutely needs to run like Comp with CIC......resent the CIC periodically, and start from scratch.

EFI and turbos could be added later, depending of the success of Modified Production. But needs to be easy for NHRA.

Realistic, A tear down for a stocker.....cam lift, bore, stroke, carb measurements, wheel base, overhang, pull a piston with rod for weight and compliance, intake compliance, etc..... this 2 category Modified Production.....pump the engine, fuel check, measure carb, and 5 seconds to check tire size.

Good Luck

[david ring]

How are the proposed classes not like the super mod classes in comp? And any time it comes down to no break out and weight to cubic inches, it is going to get very expensive very fast.

[Dick Butler]

always impressed that many open minded people realize it might be better to get away from Third Handed HP ratings and easily manipulated AHFS and use Cubic Inchs for a Basic class.
THe econo Modified discussion in earlier posts indicated how to limit costs. No computer for eliminations, any flat top piston, Spec Brodix heads, Spec carb, Lb/cubic inch any SS chassis with any rods, any crank, No external vacuum, no external oil pump. Hole in pan to police. Stock placement of Dist. Spec spring and Cam size. Might even give wt break for regular chassis versus FWD chassis of 50#.
Take off headers to check heads, tech Carb, Check wt, and look in pan.Pump.
Easy tech.

[Tony Corley]

Here is a rule set that is already in place and working, so there are already cars to draw from. There is also a similar class for the Ford guys. Pick a crate engine for the Mopar guys, and then you have a HEADS UP class with the 3 major brands, and tear downs become a non-issue. Also eliminates the costs associated with experimenting with cams, valve jobs, ring packs, etc, etc, etc. Lots of cars that are gathering dust could easily be pulled out of retirement, and with an engine swap, be racing. Rules could easily be adjusted to include SS type cars also, because at this hp level, there is no real advantage chassis wise.
While the NMRA and NMCA are fine small scale sanctioning bodies, I think a class like this would be a major deal if ran at NHRA/IHRA.


http://www.google.com/url?sa=t&rct=j...89381419,d.eXY

[Tony Corley]

And this is the Ford version


http://www.google.com/url?sa=t&rct=j...89381419,d.eXY

[600ci]

something is coming

[Dirk Olson]

With the improvments seen in converter techknowledgy and what is being done with transmissions. I do not belive that automatics should get the weight break. Today a pretty even deal, in my opinion.

Dirk

[Tony Corley]

I don't know that I agree with that, especially on a lower hp deal. The auto still robs more hp than a stick.

[House of Darts]

How about a combo that lets you run NHRA/IHRA and NMRA. With a tire change you could be racing anywhere and anytime. Builds the sport. Gives older cars an opportunity to run. Win Win.