Several years ago Dave Turner had a vision for an affordable race class using late model RX-7s. It started with one car then two and then grew into what is now known as PRO-7. The cars were cheap, abundant, and handled relatively well on the track. What the cars did lack, was power until the later generations were introduced and a new series called Super-7 was unveiled.

Recently NASA’s Greg Greenbaum had that same vision using a more expensive late model Dodge Neon SRT. He created a race package of rules and regulations and introduced the Spec RT series. http://www.nasaforums.com/viewforum.php?f=47&sid=69544fb29d246424208bc2007fe4725b
2005 was the inaugural season for the Spec RT series with only one car participating for the necessary amount of races for this to become an official national class. It’s rumored that two additional SRT’s will be competing in 2006 helping this series to grow.

The Honda Challenge, Nissan SE-R Cup, Porsche 944-Spec, and other series were all started on the same concepts. What would be so difficult in creating a DSM Spec series? It would take “one” individual running within the composed DSM Spec series rules and regulations for five sanctioned races to make this an official national series. It would also take one individual (could be the same person) to be the Director of that series to maintain and direct that rules package for the equality of the class.

So… create a DSM Spec road racing series!!

You could start with DSM Spec-1: A stock, FWD/AWD, Eclipse, Talon, Laser, weighing 2800 pounds minimum, all the necessary safety gear, running on Toyo tires. Wa La… we have a race group.

DSM Spec-2: Create a list of comparable Turbo’s, a list of comparable coil-overs, add camber plates, weighing 2800 pounds minimum, go up to 8 x 17 inch rims, Mitsubishi big brake conversion, all the necessary safety gear, running on Toyo tires. Wa La… we have another race group.

DSM Spec-3: ???? You tell me…

DSM SU: Create a list of comparable Turbo’s, a list of internal and external engine modifications, a list of comparable coil-overs, add camber plates, weighing 2400 pounds minimum, go up to 9.5 x 17 inch rims, 4-piston big brake conversion, carbon fiber and Lexon optional for weight reduction, all the necessary safety gear, running on 275/45-17 Toyo tires. We have yet another race group.

These are just examples of what is needed to keep a fair playing field. The Honda Challenge even has an engine tear down for the top three finishers at the end of the year. That could be incorporated if necessary.

NASA officials have no clue as to the potential of our DSM’s and it would be up to us to create the different classes to insure fair competition. Then we educate the tech people for what to look for and it’s just like any other series. I would try to keep it fairly simple for the first year, adding as necessary. If you go onto the NASA forums, you’ll see all the racers have input into rule changes and revisions.

I used Toyo tires as an example because they support NASA with sponsorship tire incentives. They would come on board with a new DSM series, no problem. TCE brakes does the same thing, as do other companies to help the racers with expenses. I’m sure if a DSM series were created there would be a lot of performance part companies that would support the series.

The potential is limitless; it just has to start with one car…

Greg

Might I suggest everyone post their ideas for DSM rules here as a sounding board for NASA. Be realistic with your ideas... Complexity is confussion, simplicity is coherent

Greg Collier said:

Might I suggest everyone post their ideas for DSM rules here as a sounding board for NASA. Be realistic with your ideas... Complexity is confussion, simplicity is coherent

Click to expand...

Now yer talking!
Here's my ideas:

I think brakes MUST be improved, otherwise we'll all go off at Turn 1 on the 2nd lap. Therefore, upgraded brakes are a necessity, and they should be FREE. That is, any legitimate brake upgrade, such as StopTech, Baer, etc., should be legal. It might foster some competition amongst brake vendors to come up with a good, workable system that doesn't crack rotors (ahem) and cost a fortune. We might outlaw the really outrageously expensive stuff, like carbon fiber or six-pot calipers.

Suspension mods should be free, too. Tiens, Konis, etc., with or without camber plates, and with or without adjustable spring perches. This, too, fosters competition amongst the suppliers.

Similarly, strut braces should be free. There are a bunch of strut braces out there, and there's no reason to standardize on any of them.

And, of course, we all need race tires. Cars should not be on a race track on street rubber. Having corded and shredded street tires, I can attest that our cars will destroy a set of street rubber in just a few hard laps, which is unsafe for everyone. A spec tire, such as a Toyo Prox RA-1, is ideal for our cars. I run a 235-45/17, which fits under a stock fender. Anything smaller is not enough tire, and anything larger requires mods to sheet metal and big, expensive wheels.

Up to this point, we have defined the basic mods needed for any car that wants to go racing. Such cars cars could be built progressively (adding mods and safety gear one at a time, as budgets permit), and they could run HPDEs all over the country and in NASA's TT classes in the various groups while they are being modded and built for higher level races classes.

We need to create such an upgrade path, mainly because we don't have enough DSM cars that are ready to go racing just yet. We have to bring them up through the HPDEs and TTs, where drivers will get seat time and experience as they build their cars. For a rookie, this is probably a two-year process.

As for the race classes, I am still in favor of Super Unlimited for all-out race cars like Greg's, and one or two classes under that, for cars not quite as modified. We can run in our own DSM classes, or in a class with Evos, WRXes, Audi Quatros, Pro Sedan, ITE, etc.

How to legislate the race classes by mods is beyond me. I leave that to the DSM experts. Maybe, after we all contribute to this discussion, we should turn it over to Greg and other folks who are actually racing DSMs, and let them come up with the rules. I don't think those of us who are not actually out there going fender-to-fender know enough to make the tender distinctions amongst equipment. Also, these guys have already installed, destroyed, modified and made equipment work over the years, so they are the best ones to determine what works, what doesn't work, and what is too expensive for amateur racing.

All I really ask is that the racer guys setting up the race classes remember the poor schlubs with bone-stock DSMs who want to race, but need to build their cars one mod at a time. Let's make it practical for them to build a car, get seat time, run HPDEs, and sneak up on a race class in a reasonable amount of time, for a reasonable amount of money. If we can do that, we'll have DSM race cars coming out of the woodwork all over the country.

Rich

We need to create a stock class first, say running with a 14B. When everyone first gets there DSM they go to a K&N filter, change the BOV, and ??? I don't remember it's been so long... these initial group of mods should be identified. Then from there the path in mod grouping; bigger turbo, FMIC, intake, and so on. The guy that wants the minimal, to the guy with that's all my wallet can stand, to the guy that says, "I just got a sponsorship from Mitsubishi...."

I don't like the term "FREE", used loosely AGX vs. JIC is pretty extreme. I would consider Baer vs. Stop Tech, almost... but then it's a no contest against WilWood. We need to be able to class each series of upgrades from middle ground to extreme. But as I've already said the base line is the most important.

AWD vs. FWD always blows me away... I can't tell you how many times I've come off a track and a competitor has come up to me and said, " Yeah... but you'll AWD, right!" I smile and say, "Nope, front wheel drive..." As they're walking away they're usually shaking their head and mumbling something. To assume AWD has the advantage in road racing is a fallacy.

Oh yeah Rich, I really like the concept of the modification path starting in the Time Trail venue. HPDE, it's run what ya brung, as long as it's safe, but once you're getting classed in a series, then a modification path toward racing is an excellent idea

By the way, I want to nominate Tom Dixon as the Director of the NASA DSM program. He has a wealth of knowledge with the cars and road racing, and has the perfect car to start the series...

Greg Collier said:

AWD vs. FWD always blows me away... I can't tell you how many times I've come off a track and a competitor has come up to me and said, " Yeah... but you'll AWD, right!" I smile and say, "Nope, front wheel drive..." As they're walking away they're usually shaking their head and mumbling something. To assume AWD has the advantage in road racing is a fallacy.

Click to expand...

As you've proven, a FWD car can be as fast or faster than an AWD. Maybe it's less weight, maybe it's the driver, but you've proven that they are at least equal. So I agree with what you are implying: we don't need FWD and AWD classes. (Well, I inferred that you were implying that. If not, please correct me. )

In the beginning, however, AWD provides balance, security and handling. AWD is the ideal car for someone who is learning, because it is neutral and forgiving. Like, an AWD car is the only one where you can lift in a corner! AWD has gotta be the easiest race car to drive hard. OTOH, I suspect your FWD car is a real handful, and it takes a very good driver to make it go that fast.

Greg Collier said:

Oh yeah Rich, I really like the concept of the modification path starting in the Time Trail venue. HPDE, it's run what ya brung, as long as it's safe, but once you're getting classed in a series, then a modification path toward racing is an excellent idea.

Click to expand...

I've already built one car -- my3000GT -- where I didn't know what I was doing and what were the best parts, and I didn't know where I was going to race it after it was built, because there were no classes except SU. Bummer! I suspect every potential DSM racer would love to know there's a proper upgrade path, so he or she can buy parts and equipment in a sane, logical manner, and know there is a target at the end of the path. Meanwhile, as the car is being built, it can still be run in HPDEs and TTs.

Rich

for the "stock" class or what you might consider the lowest level (DSM spec C), I'd allow the following:
Manual boost controller
safc or equiv
K&N stock replacement
Modified air filter housing
Non adjustable Performance shocks with any springs allowed
tower bars allowed, sway bars allowed
"stock" brake upgrade. (I don't think wilwoods or stoptechs should be allowed in this series however stainless lines, pads, and fluid are all open obviously)
Must be 3000lbs + if AWD and 2800 lbs + if FWD
Any oil cooler, trans cooler, radiator, and intercooler
Any clutch
Spec toyo tires
any turbo back exhaust/ any intake piping
stock throttle body, head, block, pistons must be 8.5 or lower compression (I don't think we should rule out the 6 bolt blocks with 1g rods and 2g pistons)
stock 5 speed trans, with rebuilds allowed.
stock body materials and shapes (IE no modified fenders, hoods, bumpers, etc) (should a hood vent be allowed?)
all cars can run a 14b turbo, and 1st or 2nd gen exhaust manifold. (No porting on intake or exhaust manifolds)
stock intake manifold.
no emissions equip required
I would think we should allow a front air dam, but no splitter, underbody, non stock spoiler or diffusers


For say "DSM Spec B"
I'd allow any non standalone ECU (safc, DSMlink, Burned chips, etc)
any intake, exhaust, evo 3 exhaust manifold,
Turbo can be upgraded to Evo III 16G or Equivalent (following evo16g, small 16g, big 16g evo3 16G)
manual or electronic boost controller
Spec toyo tires
Lightweight flywheel allowed
Any adjustable shock with any spring allowed. (perches allowed, no camber plates)
Any brake package less than 6 pistons.
Must be 2800 Lbs+ if Awd and 2600 lbs+ if fwd
Any oil cooler, trans cooler, radiator or intercooler
stock throttlebody
cams are allowed, stock head internals.
**what limits to the 2.0L block should exist here?**
Stock intake manifold
Front air damn, splitter, (what should/shouldn't be allowed as far as aero packages here??)
Lightweight hood and non stock bumper allowed.

For say "DSM Spec A"
I'd allow any non standalone ECU
Turbo can be 50 trim or equiv (following allowed compressors: 50 trim, gt30R, 18G, 20G, **what other turbos?)
Manual or electronic boost controller
Spec Toyo Tires
Coilover suspension allowed with camber plates
Any brake package
Must be 2600 lbs plus as AWD or 2500 lbs plus a FWD
Any oil cooler, trans cooler, radiator or intercooler
Cams and all head modifications
2.0, 2.3 and 2.4L blocks allowed penalty weight for larger displacement motors (how else can we equalize this??)
Aero mods allowed, however no belly pan, must have stock sheetmetal fenders, and no diffuser)


For say "DSM Spec U" (not really any need for this as it would be included in Super Unlimited, however if we could have a Wrx, Evo, Srt4, DSM, R32, etc "super unlimted" with the only restriction being that it must be a stock tub (no tube frames) stock drivetrain layout (no rwd dsms allowed) and spec tires, I think it could be effective)
Any ECU
Any intake, exhaust, including manifolds.
Any turbo
Any boost controller
Spec Toyo tires
Any suspension
Any brake package
Any weight
Any block/head modification
Any aero package
Any trans


This is just a rough guesstimate of how I would put them. Here are some things I didn't account for and would like peoples opinions on how these would fit in.
Limited slip differentials
Fuel system modifications (should we allow upgraded injectors and fuel pump in the first class?)
Wheel sizes (should wheels have to weigh more than say 15 lbs or something until you get to unlimited as well?
Whether we should require a horsepower/torque number like the CMC and AI guys have.
I have no thoughts on limited safety at all. I think ANY cage whether its serving suspension/chassis purposes as well is fine.

Like I said this was more just me throwing ideas down in an editable format. Lets here what you think is right, wrong, completely off base whatever. Just figured I'd get at least the start of some actual rules down.

So after reading some more (specifically on NASIOC) I was thinking about cost.

I think we need to make the "lowest class" (dsm spec c or whatever) cheap. If we can make sure that that lowest class is less than 6-7K$ to run in and STILL BE COMPETITIVE within the class, we'll have a huge interest, and be able to make more "modified" classes allowing cars to be at least somewhat level in those upper classes.

As I see it, you have to figure for safety equip on top of what is already "standard" in time trials and such you're going to be spending about 2500$ (heres how I divided it up, about 400 for a quality fire supression system, about 600 for a decent cage, 600 for seats, 250 for harnesseses, and about 150 for the battery kill/alt kill switches.) If this is off please correct it.

So figuring you can pick up a decent shape 1g for approx $2000, $2500 for safety mods, this leaves a 1500-2500$ for improvement modifications. Tires will take 1000$ of that.

figure an exhaust, MBC, air filter, brake pads, and SAFC will be cover the rest of that. I think we might want to limit this class a bit more. Possibly even create a maximum boost allowed in each class.


(sorry for the huge posts... this has just gotten me thinking a lot about this. I think that slowoldpoop, mavisky, and myself are all going to be "approximately" the same performance level in the end. However we're all doing it rather differently. I think the rough above "class seperation" we'd all be running dsm Spec A but in no way can you describe our cars as "similar" We need to try and avoid making it really expensive to race these cars, however giving everyone a place to race.

At the inception of a racing class it’s always a good idea to make an attainable playing ground for the future participants. If modifications are out of control with the costs of safety devices, then it ain’t gonna happen. Here’s a revised addition of (drivemusicnow’s) Greg’s stock class:

Stock boost controller (No adjustable controllers)
Stock ECU w/ No SAFC
K&N stock replacement
Modified air filter housing
Non adjustable performance shocks with any springs allowed
tower bars allowed, sway bars allowed
"Stock" brake upgrade (however stainless lines, pads, and fluid are all open obviously)
Must be 3000lbs + if AWD and 2800 lbs + if FWD
Any oil cooler, trans cooler, radiator
Side mount intercooler no FMIC
Any clutch
Stock flywheel
Up to 7 x 17 rims allowed (participant make go up a class and need the 17’s for bigger calipers)
Spec Toyo tires
Stock 2.0 Engine (180 to 190 hp is plenty for this group) The Honda and Nissan guys are only running 120 to 140 hp
Any turbo back exhaust/ any intake piping
Stock throttle body, head, block, pistons must be 8.5 or lower compression
Stock 5 speed trans
Any Areo/body kit, wing, carbon fiber hood, vents, lexan rear window, maintaining minimum weight requirements (They do this in USTCC to make the field of cars look more impressive… like real race cars, it attracts new racers and fans.
All cars must run a 14b turbo, (No porting of intake or exhaust manifolds)
Stock intake manifold.
Can run a EVO exhaust manifold because the stock one has a tendency to crack in road race conditions (I have much experience with this in the early years)
No emissions equip required
Interior stripped but must leave dashboard intact (maintaining weight req’s)
Heater and air conditioning can be removed
6pt. Roll cage or better per CCR (bolt-in or welded with no restrictions)
Approved race seat per CCR
Approved fire extinguisher per CCR
Approved seat per CCR
Approved seat belts per CCR
Approved window net per CCR
Master kill switch

HUGE posts are my life.... isn't that obvious by now?

I Like it and a I agree. Like I said, I went back and was thinking we may have wanted to change that class to be more restrictive.

The only thing that is still questionable in my mind is the manual boost controller. I think many people have removed the stock boost controlling mechanisms, and it may be hard for them to try and get these parts. I agree that the stock horsepower is enough. My main concern (not all that large of one) would be with attracting a long time dsmer to convert his budget weekend drag car over to road race.

I kind of like the unlimited aero while keeping the minumum weights high. I think this may be good for the sport while limiting the actual "effect" those modifications would have in seperating the field.

any thoughts on how weight must be put in the car. Say if I build my car and I end up at 2800 lbs in an AWD, would there be any rules concerning where I could put this weight?

drivemusicnow said:

I Like it and a I agree. Like I said, I went back and was thinking we may have wanted to change that class to be more restrictive.

The only thing that is still questionable in my mind is the manual boost controller. I think many people have removed the stock boost controlling mechanisms, and it may be hard for them to try and get these parts. I agree that the stock horsepower is enough. My main concern (not all that large of one) would be with attracting a long time dsmer to convert his budget weekend drag car over to road race.

I kind of like the unlimited aero while keeping the minumum weights high. I think this may be good for the sport while limiting the actual "effect" those modifications would have in seperating the field.

any thoughts on how weight must be put in the car. Say if I build my car and I end up at 2800 lbs in an AWD, would there be any rules concerning where I could put this weight?

Click to expand...

It would be a lot cheaper to "put back" then to buy new, even if you have to go to a junk yard or go on e-bay to replace the stock boost controller. If you want to drag the following weekend it's an easy fix.
As far as the guy that's already done a lot of modifications to his car it would be up to organizing the next higher class to incorporate that path within it's parameters.
The unlimited areo will also give the necessary air needed to cool those continuous balls out laps. We need to do everything we can to keep the engines running for another race
The Honda Challenge requires additional weight to be placed in the passenger seat area, again for the sake of keeping an even playing field. It's our class so what might be an alternative?

If they have a MBC, then the rules can be modified so that the turbo operates on wastegate pressure only. The MBC would have to be bypassed and a line ran directly to the wastegate.

I agree with most of them.

However, In every one of them you say stock throttle body. A very common cheap ugrade a lot of people do is throw on a 1g tb onto a 2g. That automatically classes you into unlimited. Should you be allowed to do that? Then in the stock class should 2gs be allowed to put on 14bs?

Also, in terms of tire packages. Many classes say you must run within the same size, but putting 195 gs-t tires against 215 gsx tires might seem a bit unfair. And to the remark about using toyos, why dont we just require that the treadwear rating on classes such as stock has to be above 180?

What kind of safety gear in these classes would you require? Of course a helmet and good tech inspection. But we are talking about real track time, how many guys can you think that would have a roll cage/ and or other safety equipment before they bought a manual boost controller, especially in the dsm world? Frankly, I cant think of any...

I am just nitpicking but I think you guys have done an incredible job on doing this so far. I am not really all that experienced in road racing, but I figured bringing up a few technical things might smooth things out later. I wish you the biggest of luck. I know ill be in a position next year to actually start doing this stuff so if you need any help with simple stuff let me know.

too late to read this all now, but i'm gonna post just to get the updates.

Just subscribing to the thread and showing interest I will edit this post with my response at a later time.

D_Eclipse9916 said:

I agree with most of them.

However, In every one of them you say stock throttle body. A very common cheap ugrade a lot of people do is throw on a 1g tb onto a 2g. That automatically classes you into unlimited. Should you be allowed to do that? Then in the stock class should 2gs be allowed to put on 14bs?

Also, in terms of tire packages. Many classes say you must run within the same size, but putting 195 gs-t tires against 215 gsx tires might seem a bit unfair. And to the remark about using toyos, why dont we just require that the treadwear rating on classes such as stock has to be above 180?

What kind of safety gear in these classes would you require? Of course a helmet and good tech inspection. But we are talking about real track time, how many guys can you think that would have a roll cage/ and or other safety equipment before they bought a manual boost controller, especially in the dsm world? Frankly, I cant think of any...

I am just nitpicking but I think you guys have done an incredible job on doing this so far. I am not really all that experienced in road racing, but I figured bringing up a few technical things might smooth things out later. I wish you the biggest of luck. I know ill be in a position next year to actually start doing this stuff so if you need any help with simple stuff let me know.

Click to expand...

This is a think tank of sorts. A way for people like yourself to have input into the classing the DSM series. You create a set of rules then everyone trys to figure out ways to bend them and or out right cheat. If we can look at different scenarios we might come up the solutions to deal with those gray areas.

I used Toyo tire as an example, and who is also as a current sponsor with NASA. Wouldn't cheap or even "free" race tires be appealing?

As far as roll cages and safety equipment, the NASA CCR (Book of rules) mandates what type of equipment is required without question. Of course every DSM'er has a manual boost cotroller, that goes without question, we're trying to create an even playing field of racers. I certainly wouldn't want to race somebody if I'm running 10 pounds of boost and he's running 20... it would be kind of obvious.

Quasimondo said:

If they have a MBC, then the rules can be modified so that the turbo operates on wastegate pressure only. The MBC would have to be bypassed and a line ran directly to the wastegate.

Click to expand...

There ya go... the man is thinking

D_eclipse:
I thought about the 1g throttle body on the 2g. All of this is open to debate obviously, however here was my thought process. 2gs start off with more horsepower "stock". 210 vs 190. Now, part of this comes from the higher compression, but there are a lot little differences (like heads). We need to somehow equal this out, so my thought was it could be the keeping the stock 2g throttle body. (at least in the "not quite stock" class.

I do think that maybe the "A" and or B classes should allow a "stock swap"

As far as tires go, we would set wheel sizes for each class. Greg stated 17x7s for the spec C class. we could then say, "tires no wider than XXX" (I don't know, say 215 for spec C?) (even then, a hoosier 215 isn't the same as a toyo 215 however if we use spec tires, this takes the guesswork out of it.)
Treadwear ratings are not actually the same. Each manufacturer has their own rating system and even then, they are not always linear. Plus for most of these classes we're talking about race tires, not street tires.

My only concern would be limiting the upper classes to moderate tire sizes as well. I personally don't want to add HUGE fender flares to fit 11 inch wheels and tires. This can be worked out later however. I think we really should iron out our "not quite stock" class before going on, because thats the class that will be the first "REAL" wheel to wheel dsm class.

AS to the safety gear. For you to be in wheel to wheel racing, you HAVE to have your car setup as to follow racing regulations. This requires all of the things Greg listed. (read SCCA rulebook for the extensive details) And you're right, most people who are into modifying a dsm aren't going to have any of it. HOWEVER if you want to race, you have to have it. I agree with Greg in the fact that with a MBC it makes it too easy to have an unleveled playing field in that "not quite stock" class. Part of the problem I had with it is the fact that it is usually the absolute first thing people buy. However it won't be too hard to take in and out. This class has to be something that someone can buy a completely stock car, get the required safety, get the proper maintenance done, add a couple mods and race competitively, all for under 5000$.

Greg:
Maybe we could do a 50% rule? say 50 percent of the weight must be placed in/around the passenger seat area, and other than that you can put it wherever you want? I'm not really sure how this would work out.

And are fenders included in "unlimited aero"?

I think I'm going to rewrite the classes to add another one so there is not such a huge gap between the lower 2.

I really need to work on my wordiness... you just said the same thing, better, in half the space

i like gregs revised list the most for the Not so modified class.The idea of low price/free tires is great.However, In the beginning classes I think the lowest classes should be allowed to run a wider tire.say 225 or 235,simply because it would add better handling and it would be safer for the unexperienced enthusiast like my self.Also,why should the fwd get to be 200 pounds lighter,if you yourself say that there is little to no advantage to awd in a roadrace.I'm not questioning you,just adding to the thinking pot.A hood vent should be allowed to keep engine temps down,and so should a high performance radiator,since this doesn't add any power but might add a little more durability to our cars.A major concern for me would be the roll cage.Not many dsmers have them,and you must realize that the lower not so modified class,would probably consist of your weeken racer dsm/daily driver.So maybe a bolt on,bolt off cage can be designed as standard for the lower class.this obviously will have to comply with NASA safety regulations.I agree,everyone must run the same boost.open filter element and hard intake and intercooling piping should also be allowed.these are all basic mods we all do,and you'll find more dsms with these mods,then you will stock.Aero mods should be optional as forementioned.Top 3 winning drivers should receive a weight penalty to keep things interesting in the points standard.thats all i have to contribute for now.this the kids dream if it comes true

im interested in this posting to get updates....

I have followed this thread since it opened, and there are a lot of good ideas here. Greg and I talked on the phone yesterday and discussed some of the issues, and unknowingly we both began on a list for the start up class. We are both in agreement on the main issues. Here is the draft of my initial thoughts for the entry level from yesterday.

DSM #3 . Class –Entry level– Stock AWD & FWD

= Stock 4G63 engine except 2G pistons for 1G
Stock Cams, Cam gears, valves
No head, intake mani, exhaust mani, O2 sensor housing, porting.
Stock transmission and gear ratios.
No mbc./ safc/ chip/ electronics./ stock dump rod, stock ECU
Stock 14b.
stock bov.
Stock sidemount intercooler & tubing size
stock front rear glass
stock downpipe
stock exhaust
stock mass
Stock ignition.
Stock fuel rail.
Stock fuel regulator - wouldn’t matter if they upgrade injectors
Stock intake mani
Stock UIC pipe or >=1.5” Aftrmrkt max
1G > 2G dual pot front brake upgrade
Spec Toyo tire <= 17 x 225’s



=Unlimited
Radiator
Airo- wings- dams etc.
Exhaust mani ? evo
Plug wires
Any point cage even thru firewall
any of the free mods.
Any air filter
Any fuel pump
Any fuel
All emissions - remove Vacum lines, Blocked EGR, no cat, etc.
MAF Hack
Suspension – Any non adjustable struts ?
Any Battery Position
Any brake rotor and pad
Balance shafts removal

> 17 x 7 wheels

So we're close on this

Tom

edit) This in conjunction with a 3 tier system #3- entry level, #2- advanced level, #1- SU

I'll say this right now. In the stock class awd does have an advantage over fwd if we're not allowing a limited slip diff for the fwd'ers. I do however think that this is offset by the fact that the fwd is lighter. On a longer track like Road America for example the fwd would have plenty of opportunities to make up for its lack of grip accelerating out of turns. On a shorter more twisty track where more time is spent using 2nd gear to come out of corners the awd would have an advantage. Another issue to consider is rolling vs. standing starts. Greg uses rolling starts in NASA's Super Unlimited, but in NASA's USTTC they use a standing start. Not surprisingly they wrx that races in that series typically gets a pretty good start. Same goes for the Speed Channel's GT series where you have the awd Audi's outlaunching every Corvette and Viper in the class.

Even though awd does have its advantages at lower speeds, the fact that most tracks will keep you in 3rd gear or higher for a majority of the track leads me to believe that the fwd's can make up for any slight advantage they might lose.

I think you also have to consider the suspension differences between the two drivetrain options. I think the AWD would have the advantage (at least in this class) both with entry and exit speed. Maybe reduce the weight penalty?? Either way I think some of these rules will be changed within the first few seasons to insure that all is "equal".

The other big step we need to take is creating an inspection list, and after race checks to insure that all of these rules are followed. Shouldn't be a huge problem right away, however the more racers you attract, the more likely one or more will try to break the rules.

I'm not sure about only 3 classes though.
I see a not quite stock class being very effective and a cheap way to get out on the track.

Some sort of class to take the people who have a "street modified" DSM to add safety equip and run on the track. These would include the evo 16gs, safcs, chips, intercoolers, adjustable shocks, etc. with maybe a "boost" limit in place.

Then I think the class that Mavisky, SlowOldPoop, and myself would run in should be seperate from the class that Greg Collier would run in.
All that can come later on however, after we actually "have" a race series.

Rear suspension design will be balanced by weight. The 1g fwd's had the worst suspension but were the lightest of all years as well. The 2g fwd was heavier but had better suspension. 2g awd's had a better suspension but still weighed more than the 1g awd's. I think the natural weights of the cars will balance everything reasonably well.

I really foresee the most competitive cars in this nature in the lower classes. 2g awd, 1g fwd/awd about the same, and then 2g fwd at the bottom. once you give the 1g fwd an lsd and let it add some sticky tires I really think that most races will be between a 2g awd and 1g fwd with the 1g awd and 2g fwd close behind.

Also, the USTCC i believe does an inspection on the top 3 finishing cars of every race. The idea is that if you're cheating and not finishing in the top 3 it's not a big deal because you suck at cheating