2rismo

Junior Dragster – Ballast: A ballast limit of 25 lbs (11.3kg) will apply to Junior Dragster from 1/9/2005. Junior Dragster – Minimum Weight: A minimum weight of 225lbs (102kg) excluding driver and apparel, will apply to Junior Dragster from 1/9/2005. Junior Dragster – Throttle: From 1/9/2005, throttles inn Junior Dragster must be manually controlled by driver’s foot. Electronics, pneumatics, hydraulics or any other device must in no way affect throttle operation. Throttle stops, (other than positive stop under throttle pedal) prohibited. Pro Stock - Airfoil/Spoiler Spill Plates: Effective immediately, Pro Stock spill plate regulations will permit a maximum height of 6 inches, with at least one inch above the edge of the spoiler and no more than 2 inches extending behind. Sport Compact – Body Styles: From 1/9/2005, the use of VL Holden Commodores will be permitted in ET Brackets and Sport Rear Wheel Drive. Sport Compact – Minimum Weights: The following minimum weights will be applied to Sport Compact categories from 1/9/2005. Sport FWD: 4 Cylinders – 1700 pounds/ 772kgs, 6 Cylinders – 2300 pounds/ 1045kgs Sport RWD: 2 Rotor – 2300 pounds/ 1045kg, 4 Cylinder RWD – 2300 pounds/ 1045kg, 4 Cylinder 4WD – 2400 pounds/ 1090kg, 6 Cylinder RWD – 3100 pounds/ 1409kg, 6 Cylinder 4WD – 3200 pounds/ 1454kg All Motor: 2 Rotor – 1950 pounds/ 886kgs, 3 Rotor – 2100 pounds/ 954kgs, 4 Cylinder FWD – 1650 pounds/ 750kgs, 4 Cylinder VW – 1750 pounds/ 795kgs, 4 Cylinder RWD – 1950 pounds/ 886kgs, 6 Cylinder FWD – 1950 pounds/ 886kgs, 6 Cylinder RWD – 2300 pounds/ 1045kgs Front Runner: 4 Cylinder – 1900 pounds/ 863kgs, Sport Mod: 2 Rotor – 2000 pounds/ 909kgs, 3 Rotor – 2500 pounds/ 1136kg, 4 Cylinder – 2000 pounds/ 909kgs, 6 Cylinder – 2500 pounds/ 1136kgs OZ MOD: 2 Rotor – 2100 pounds/ 954kg, 3 Rotor – 2500 pounds/ 1136kgs, 4 Cylinder – 2100 pounds/ 954kgs, 6 Cylinder – 2500 pounds/ 1136kgs NB: All weights are irrespective of the number of power adders used and existing weight penalties for transmission and chassis still apply. Sport Compact – Overall Capacity Limit: An overall capacity limit of 4.1 litres (244 cu ins) will apply to all Sport Compact categories from 1/9/2005. Sport Compact – Oz Mod Eliminator: The Oz Mod bracket will be recognized as a formal ANDRA category from 1/9/2005. Super Sedan - AWD Racing Tyres: Effective immediately, tyre regulations for all wheel drive cars in Super Sedan / Super Street will be aligned with Sport Compact limits. Super Stock – Class Designation: From 1/9/2005, Gas, Modified Production and Modified Sedan class titles will replace the current Super Stock (/SK designation. Super Stock – New Classes – H /Modified Sedan and H/Modified Sedan A: Two new Super Stock classes to be known as H/Modified Sedan and H/Modified Sedan A will be introduced from 1/09/2005. Catering for VT and later Holden Commodore and derivatives only, the classes are specifically for the LS1 aluminium V8 engine, using electronic fuel injection with OEM style manifold and single 90mm throttle body, or a single four barrel carburetor and cast mass produced manifold as required in the current G/Gas class. Standard bonnet profile required and no bonnet scoop permitted. Any ECU will be permitted. Electronic engine and vehicle management permitted. Transmission limited to Powerglide with torque converter, using OEM case in H/MSA, or clutch type manual with up to four forward speeds in H/MS. Existing Modified Sedan chassis regulations will apply. A National Record minimum of 9.25 seconds will be applied to H/MS, producing a Class Index of 9.75 seconds under the new ANDRA Class Index System. A National Record minimum of 9.40 seconds will be applied to H/MSA, producing an index of 9.90. A weight-break of 9.40 lbs/cub (260.2 kg/litre) will apply to both classes. Super Stock – Upholstery: Effective immediately, where original trim items are required, minimum clearancing of door trims and related protrusions is permitted to accommodate roll cage components. Titanium Bellhousings - Certification: The requirement for SFI certification of titanium bellhousings has been removed and the identification of a local approval authority for drag racing safety equipment will be investigated. Top Doorslammer – Body Modifications: In February 2005 the NCC re-affirmed that body appearance in Top Doorslammer will be controlled to ensure that the vehicles remain recognizable, and discernable from vehicles running in the various funny car classes. The existing process for the approval of body modifications was re-affirmed. Top Doorslammer, Top Alcohol – Automated Shifting Devices: Effective immediately, automated shifting devices are prohibited in Top Doorslammer and Top Alcohol. All shifts must be a direct function of the driver. Torque Converter Protection: Effective immediately, where torque converters are used with aftermarket planetary transmissions, OEM bellhousings will not be accepted.

Rule changes, weight changes, new Group Two - 'New Eliminator' bracket for late model EFI stuff - Good news for the 05/06 championship season. Posted today on Dragster.com.au by Grant Stephens ------------------------------------------------------------- While ANDRA rules and regulations are constantly under review, the formal process for change takes place between January and April each year. During this period, submissions and other issues that have arisen during the current season are considered by the ANDRA National Control Council, the six Divisional Councils and representatives of the Australian Drag Racing Promoters Association. Much of this is completed in April each year, and last weekend’s meeting produced some significant changes for the future. These include a totally new class index system for handicapping of Group Two categories and two new Super Stock classes for late model Commodores using the 5.7 litre engine with electronic fuel injection or a carburettor. Once this new class is established, a similar class will be introduced for Ford Falcons. The popular Supercharged Outlaws category, introduced in Sydney during the eighties and developed as a great feature bracket by Willowbank Raceway in recent years, has been given ANDRA Championship status. There’s also a restructure of Competition Eliminator to focus on the supercharged class index cars, and a new Group Two bracket for existing carburettor cars and a range of new classes catering for EFI and smaller capacity engines in dragsters, altereds and sedans. Using input from the last two years, members of the NCC produced draft of the new bracket for consideration at Divisional Council level in May 2005, before final ratification, and decisions on the name of the new category. After ten years and a thorough review by a specially appointed committee, the ANDRA Class Index System has undergone a major change, with indexes being based on ANDRA National Records after 1/9/2005. The new process has also been a factor in other class and bracket changes. Other important points for ANDRA racers include pending limits on the use of pit vehicles, the allowance of aluminium engine blocks and multi valve engines in certain classes and new weight minimums for most Sport Compact classes. ANDRA Championship Events – Licence Requirements: From 1/9/2005, permanent ANDRA licences will be required by all entrants at event staged at the Regional Championship level or higher. ANDRA Championship Schedule: While a formal re-scheduling of the ANDRA Championship season has not been pursued at this time, the 2005 East Coast Nationals event is proposed for September 2005. The NCC endorsed the application of new ANDRA regulations, where noted, from 1/9/2005. Competition Eliminator: Aluminium Cylinder Blocks: Effective immediately, the use of aluminium cylinder blocks in A/Dragster and A/Altered is permitted. Competition Eliminator - Engine Configuration: From 1/9/2005, three valve overhead camshaft engines will be permitted in AA/D, AA/A, AA/FC, and AA/AP. Electronics: ANDRA Officials will be authorized to access and retain logged data for the purposes of comparison and detection of vehicle/engine management processes, subject to appropriate confidentiality. General - Airfoil/Spoiler Spill Plates: In all classes subject to airfoil / spoiler limits, total spill plate area will include all non-horizontal sections except where OEM units are fitted. Aerodynamic devices developed for other motor sport use will not be considered OEM. General - Ballast – Clarification: Effective immediately, ballast will be considered to be removable for the purposes of the rules, unless it is welded directly to the vehicle. General - Event Prizemoney: The NCC considered the impact of recent fuel increases and the growing cost of competing on ANDRA participants, while ADRPA Delegates outlined the higher costs of maintaining venues and staging events. While there was greater opportunity for racers to access ANDRA National Championship events, National Open meetings were reducing. While prizemoney increases would not necessarily be pursued, the NCC would not support any reduction in the current accepted levels. General - Pit Vehicles: Pending consultation with the Australian Drag Racing Promoters Association in May, the use of conveyances such as skateboards, scooters and cycles (motorised or unmotorised), will be prohibited at ANDRA Drag Racing events from 1/9/2005. General - Postponement of Event Completion: The first draft of a “rainout” policy to cover all aspects of cancelled or postponed events was presented to the NCC and will be discussed with the Australian Drag Racing Promoters Association in May. General - Throttle: Where electronic throttle actuation (“fly by wire”) is used, the vehicle must retain the OEM ECU and maintain the appropriate safety/control features required for this technology. Group Three - New Eliminator - Supercharged Outlaws: A new ANDRA Group Three eliminator known as Supercharged Outlaws, combining dragsters, altereds, funny cars and sedans fitted with V8 engines and Rootes or screw-type superchargers, meeting relevant Group Three regulations and using dial-your-own handicaps between 7.000 and 7.999, will be introduced as an ANDRA Championship eliminator from 1/9/2005. The bracket will consist of all eligible cars qualifying between 7.000 and 7.999 seconds. Where there are less than 16 cars within that range, additional vehicles can be included from the non-qualifiers list. All dial-ins must fall within the bracket range. Vehicles qualifying quicker than 7.000 will be seeded at the bottom of the field unless a time within the limits is set. Group Two - Class Index Review: From 1/9/2005, the ANDRA Class Index System will be based on the National Elapsed Time Record plus .05 seconds for naturally aspirated cars, and .06 seconds for classes using belt-driven superchargers. The Index Control applied during eliminations will remain, and where the National Record is reset, the index will be lowered 10 days after the event to allow for multiple events on the same weekend. For index purposes, the existing hierarchy of classes will apply to the class record. Inactive classes will be monitored. In naturally aspirated classes where both automatic and manual transmissions are permitted, new classes have been designated for automatic/converter classes and new record minimums and indexes established .015 seconds slower for automatic/converter cars. In cases where existing records were established by automatic equipped vehicles, a lower index has been set for manual transmission vehicles. In cases where automatic/converter use in mandatory, the class will be recognized accordingly (eg. C/D will become C/DA). Group Two - C/Dragster, C/Altered and G/Gas Inlet Manifold – Permitted Modifications: C/Dragster, C/Altered and G/Gas are limited to mass produced cast manifolds, which must be cast in a single piece, with machining of faces and welded repairs of minor damage permitted. The cutting/welding of manifold castings to access internal surfaces for modification is prohibited. Group Two - New Eliminator: For some years the adoption of classes using smaller engines and/or modern technologies in Group Two has been under consideration. There has been pressure from tracks for a greater focus on supercharged V8 classes in the current Competition Eliminator. After a review of previous input and consideration of other changes during the meeting, the NCC scheduled an additional night session to formulate a new Group Two eliminator, to fit between the existing Competition and Super Stock, incorporating existing naturally aspirated classes from the existing Competition Eliminator with new automatic transmission equivalents, and a range of new classes for Dragster, Altered and Altered Production, using the following engine combinations, and automatic transmissions in most cases. • V8 engines up to 5 litres, three or more valves per cylinder, using EFI. • GM Gen 3, enlarged Holden 5.0 litre or enlarged Ford Windsor 5.0 litre V8 based engines between 5.6 and 5.8 litres using EFI with OEM style inlet manifold. • Twin rotor engines using single turbocharger and EFI. • Triple rotor engines using single turbocharger and EFI. • 4/5/6 cylinder engines up to 2.6 litres using single turbocharger and EFI. • 4/5/6 cylinder engines up to 4.1 litres using single turbocharger and EFI. Class weight-breaks have been identified. Indexes and National Record minimums will be calculated by the Index Review Committee by the end of April, and new eliminator titles for the two “open-wheel” brackets will be identified. The entire concept will be returned to Divisional Council level for consultation in the first week of May. Hot Rod Recognition Age: Effective immediately, the recognition of hot rod and altered vehicles is amended to “1948 and earlier”, from “pre-48”.

URL? Sorry mate, not for Race Clutch/Jim Berry/Italia Spares etc. You have to call Jim and you'd better be comfy when you do. 07 38479999 Adrian

I'll vouch for Jim Berry clutches however I think a more appropriate recommendation would come from Stacey & Paul (TWO.06L & DIRTGarage) who have run one of his clutches in their GTR for a LONG time with street driving and drag & circuit work. They make more than 350awkw too. Don't buy a clutch of all things just because it has a cool Japlish sticker, Nick. Seriously. Adrian

Wholesale price is currently $82.00 to most retail outlets. Costs me about $110.00 but sells every day for about $120 which I think is reasonable. $140 is outrageous. Adrian

Lets go - PC4 2005 August 5th to 7th. Who's keen? Adrian

Get behind the DRIVA movement here ---> http://www.driva.com.au/ and do something about it. Adrian

I think I'd like another dyno run done now as it is and then I wanna see both graphs. Torque curve please. Adrian

Kewl but This little RWD chicken runs 1.6's. Then again, hey all this advice is coming from a lowly gts-t owner, us guys don't have any probs with 60ft'ers Adrian

Nope but i've gone bigger now. Seems mental but dyno first, race later Adrian

You'd better be running 1.6's then I imagine you are... Adrian

Not bad for a newby with crap tyres though. Nice words of encouragement. Adrian

Absolutely not! Terrible idea. Sorry mate. Sorry again but that's sometimes how it is. Buy tyres. Adrian

You wont need much more than better tyres and practice to run low 13's mate. Go the gas anyway but just make sure you don't get too far ahead of your ability or you'll go backwards. Adrian

rev210 - going off the NOS guide, you had a rich-ish 120hp setup. Incidentally, I just bought a dozen or so new jets and now have the correct setup installed (as of 30 mins ago) for 125hp. It's mental..... I mean.... off to the dyno! Adrian

Advice for Mexicans : why don't you all just move interstate and drive real cars

You guys are all wankers. Wake up and buy a real car.

Emailed Shell about renewal - did you get it Shell?/??? Adrian

Dirty Nitrous Cheaterer! Good idea though Adrian

Bling me up baby! I can't of been that hard to find...?? Adrian

1/ Jason and I have spoken, via email mind you, at most a couple of times. NONE of what we've discussed has been implemented. 2/ No backflip there buddy. Go and read what you've quoted me on again. I have said that DYO racing and minimum weights are helping to ruin a class - I never said that DYO racing was bad. I have raced in more DYO meets than you've raced at WSID period. And I love it. 3/ The turbo FWD Honda was underweight for IT'S CLASS. I never said it was in SR. Jeez. It's a perfect example of how people who bring their car to race under the rules get out qualified by people who operate outside the rules. Here's what I'm saying to the people that think minimum weights don't matter: In a class like S/RWD, only the eliminations are DYO. You still have to qualify. There's your motivation to go faster and faster. As the fields get more and more subscribed, the 20+ entries to Saturdays event in S/RWD will become 30 then 40 then who knows?!?!? In order to qualify at this event, you needed a car that ran quicker than 12.678 sec. At the next event it might be 12.00 then at the next it might be 11.50. Can you see where this is going? I'm trying to seriously dumb it down as some have missed the point of qualifying. It seems that some people think DYO is for more than just eliminations.... And finally, You can only change the system from the inside. Did you also speak to Jason about helping form the NSW arm of the Sport Compact advisory committee? You've stopped building a car because the rules are all over the place and you're doing nothing about "settling them down"? Don't talk to me about backbone, pal. Adrian

Chris, just because you don't like DYO drag racing doesn't mean you're equipped to comment. You don't like DYO but IF you build a car, where will you race? You obviously have no desire to be competitive in the Sport Compact brackets as you haven't competed in any S.C. events as yet and seem content to sit in the stands and hang shit on how the world works. I don't have to give you examples of shit. Use your brain. Everyone competing in a DYO based class has built their car for that purpose. Go bench race somewhere else, Spectator Jones. Adrian

Rules went out the window towards eliminations. The little Civic (STU88E) was 200 lbs under weight but still took 2nd in a class for which he was completley ineligable. Nice bloke, awesome car but what a load of steaming crap. Someone builds their car to comply with the rules and to be competitive and someone flaunting the rules (with the organisers say so) gets to take the trophy. BAH! This is why NSW needs a Sports Compact Advisory Commitee. Adrian

Hey Mik, so much for the "You'll need 11's to qualify, low 11's" 16th qualifier in SR was 12.766! NXTIME, only took two degrees timing out instead of 3. Everything felt better - the launch was marginally better, the burnout was better (finally) and the car was smooth as silk the whole run. I rushed into stage to try and put the 10.5 second rotary off and it worked. Cut a crappy light but then jumped on the brakes too late. The car sounded so smooth I wished i'd stayed into it. The time at half track was almot a tenth better than when I went 11.9 so I guess we'll see what happens next time. More tyre pressure would have been good too. Bog central - even in 2nd. Adrian

Great day with some not so great times. Learnt a bit more about my setup (read: tyres) and will make some small changes for next time. Was funny that my car went 12.3 @ 95mph though. That was worth a giggle - running 12.36 on a 12.40 dial-in wasn't so funny hehe... Adrian