Competition Nhra Super Stock Modified Truck /diesel

[COMP461]

After this weekend , and a renewed interest in a super stock diesel class , anda overwhelming support from the rest of the super stock Gassers , I have burned up the phone lines today and the support on the diesel side is there.



Give your 2 cents worth, and help make this a racers class, remember this is a class where reliability is a must and the ability to go rounds in short order necessary.



. NHRA has assured us that if we together will present them with rules agreed upon by a majority of us they will accommodate us.



The premise for doing this is to have a legitimate venue and a stable sanction body to invest in first class race programs . Where we all can all show case our abilities and acquire lucrative sponsorships. NHRA is such a place, the races are attended by many hundreds of thousands of people at ever national event and twenty to thirty thousand at divisional races. The possibility are unlimited to achieve this goal, but we have to work on this together .





The first class will be in the super stock modified truck section , this allows for back half chassis’s , IE four Link , ladder bars and such. You have a set of rules to go by limiting what you can and can’t remove , but things like AC system , heater , power steering , and other weight bearing items. You must run steel body parts with the exception to the hood.





Rules Same as SS/MODIFIED TRUCK with the following exceptions.

1990 and newer ¾ ton truck and smaller as named by manufactory. Body style must have been available with a diesel

This class will be above minimum weight with driver at the end of the run.



ENGINE Any light duty automotive diesel engine originally installed in a one ton truck and down is acceptable any internal modification is allowed



CYLINDER HEAD OEM generally available , cast , no billet.



TURBOCHARGER Any size turbo, turbo’s , maximum two turbo’s 300 lbs weight break for single non variable vane turbo . Single variable vane turbo 150 lbs weight break



INLET RESTRICTOR to be determined by NHRA and adjusted if necessary . restrictor will be on the atmosphere side of the turbo or turbo’s a go, no-go gage will determine if the hole is of legal size .



INTERCOOLERS air to air intercooler only.



WATER INJECTION water injection permitted any mixture of water / methanol windshield washer fluid is permitted , propylene oxidize or any other oxygenated agents prohibited.



TRANSMISSION any OEM transmission allowed . Tran brake allowed .



EXHAUST must be pointed up , so as to not obscure the lights or other lane



AIR and FUEL SHUTOFF on mechanical fuel injected pumps a mandatory NHRA acceptable electrical shut off valve shall be installed inline between the lift pump and the injection pump body. A NHRA acceptable air shut off shall be installed either on the atmospheric side , or the pressure side of the turbo, device must close when electrical power is shut off

TIRES any size tire permitted



.



FUEL to be NHRA excepted fuel example VP race diesel , Pure Purple or Number 2 diesel . The use of propylene oxide or any other oxygenated agents prohibited



SS/T/Diesel/A ... ... ... ... ... ... ... . 4300 lbs



SS/T/Diesel/B... ... ... ... ... ... ..... 5300 lbs

 

[TurboTweaker]

hmmmmm. what about tires? slicks or d. o. t? what size restrictor? how long of a flat spot in the restrictor? does it have to be a sleeve style restrictor or can it be a removeable one? one wants too know



The Fat Kid

Andy

 

[RacinDuallie]

What happens to the injection pump when shut off fuel delivery??After spending big bucks on a hi-max delivery injection pump I'd be scared to kill the fuel delivery on it esspecially at higher rpm's when it's REALLY working hard- to do what starve it with the fuel that helps keep it cool and lubricated? Hmmmmmm makes me wonder bout that one.....

How about a butterfly or gillutine valve on the intake tract like the pulling heros use? or one on the pressue side with a blow off? And a power electrical system killswitch all in the same package? Help prevent any run away trucks- NHRA would surley like this one... ..... Oo.

And what's with regulated boost?

And when you say any OEM trans- Could one deveate the OEM to a different manafacturer? like using a GM based transmission? or OEM to manafacturer of vehicle? Dodge truck-Dodge trans. And I take this as Lenco not OEM?:-laf


And dang what's with the restrictor? Sounds alittle too NASCAR.....

And with the weight requirements is that at race weight with driver?


Heck at the top of this list is 3/4 ton OR SMALLER truck- when did they put diesels in anything smaller? THAT's what it should be. 3/4 AND above body type only... ... :-laf

 

[Turbo Thom]

And does nitros count along with water/meth? The whole thing sounds kinda cool.

 

[RacinDuallie]

And does nitros count along with water/meth? The whole thing sounds kinda cool.

Oo. Oo. Hey Preston,


Saddle up the juice tanks!:-laf we're goin racin! You in?Oo.

Yeeeeee Hawwwwww!

 

[fest3er]

... How about a butterfly or gillutine valve on the intake tract like the pulling heros use? or one on the pressue side with a blow off? And a power electrical system killswitch all in the same package? Help prevent any run away trucks- NHRA would surley like this one... ..... Oo.

Anyone running high torque and HP and getting significant boost via turbochargers who doesn't have an air shutoff is being rather short-sighted. Never mind a diesel engine, if you have significant boost in a gas/alc/nitro engine and a turbo seal blows, the engine could run away just as easily when the oil reaches the cylinders.



All motorsports sanctioning bodies need to address engine runaway even in normally non-CI engines when turbochargers can produce enough boost to initiate compression ignition.

 

[Sled Puller]

Has 3 months gone by already???



Tell us more about that NHRA excepted fuel, please.



And curious about the 1990 cut-off?

 

[RacinDuallie]

This renewed talk of NHRA classification is interesting to say the least... ... ... .

 

[crawler]

Guys, their are like 30 pages of rules for super stock-modified. Basically these rules would be in addition to all of those other rules. Of course their are some SS-M rules that would be hard to apply to a diesel powered truck.



One of the SS-M rules already in affect is the use of Nitrous is not accepted.



So we're back to just diesel. From what I've been hearing the use of water injection would be allowed as a form of boost cooling so more than likely they wouldn't allow water-meth, but just pure water only.



This class will have some restrictions (i. e. maximum inlet size) in order to inspire (or should I say require) creativity and enginuity among contentenders.



This class is not for all out part breaking monsters. It is for well engineered and creatively built rides.



Plenty of parts will be broken however for the most part these will be reliable trucks that will be able to go round after round without coming apart.



I'm out of time guys so I'll have to stop here and drag my rear-end back to work.



Later,

Wes

 

[JTrantham]

Hey Wes, had any "inspiration" lately?



Jonathan

 

[crawler]

Hey Wes, had any "inspiration" lately?



Jonathan

Why Jonathan, I haven't a clue what you're talking about

 

[COMP461]

The ideal of the boost limiter was to limit horse power , but after talking to several it would seem that the engines with more valve area and more cylinders would unfairly benefit from this . so unless some one would like to elaborate on this ideal more we may scrap this.



The whole intent is to limit HP in such a way as to make these race trucks and not toys. I agree on the air shut off , the fuel shut off would only be used in the case of a stuck rack. NHRA requires that the master switch on the back on the race car or truck be able to shut the vehicle off under any condition , IE upside down and on fire .



The rules in NHRA build on them self’s example super stock modified truck explains that the rules are the same as super stock modified , with the exception.

Then you go to super stock modified , and the rules explains that the rules are the same as super stock , with the exception.



This way they build on each other.



I have had more fun racing Super Stock this week the I could have imagined. The people are great , and sportsman like . the super stock racer are in favor of a diesel class , because it brings attention to them as a whole .



Don’t be under the delusion that these will be one ton crew cab duallys , these will be purpose built race truck , and already several are planning construction, the 4300 lbs minimum weight would easily let them ballast up to the minimum DHRA or NHRDA Pro Street class , but part of this weight would have to be non removable , such as bumpers made out of drill stem , because NHRA has a maximum amount of removable ballast rule of 300 lbs , so you have to get creative.



Another neat aspect of SS is that at about every other 3rd race they run class, which means heads up racing for a Wally .

 

[COMP461]

this is a picture of super stock modified truck at Indy running class

 

[COMP461]

here is another good example

 

[RacinDuallie]

To me all super stock classes should represent trucks that could or can be bought from dealer and modified accordingly- other wise there would be S-10 trucks running diesels and Dakotas running diesels- tell me what stock representation do they have? How can you look at an S-10 and think diesel?

Back in the early days the manafacturing ad slogan was- "Win on Sunday- Sell on Monday" Full -size trucks should only apply here... ... ... ya know the kind you could buy with a diesel as an optional engine pkg.

 

[RacinDuallie]

One of the SS-M rules already in affect is the use of Nitrous is not accepted.

Preston, :{ Forget it- pack up the juice bottles - it's back to the rocking chair fer you... ... ... :-laf :-laf

 

[Turbo Thom]

Well just damn.

 

[COMP461]

I agree, so its ¾ or ½ ton truck. Or and truck body style that came with a diesel, example a ½ ton is the same body style as a ¾



The donut is going to be 2. 88 inches, NHRA will after seeing a lot of successful runs rise the hole size if no oil downs or excessive breakage is evident if needed the donut is a way to even out the engine types if one becomes uncompetitive , you just give it a little more hole.



Another is air to air intercoolers . run what came on the truck . the motor and transmission must be the same as the body style . this is a basic SS rule.

 

[COMP461]

looked at a GT/TA which is a SS/TA with a SS legal non modified motor , it was a cast iron HEMI the truck was a nice piece , but nothing that any good Hot Rodder could build . it weighed in at 3200 lbs with a 245 lbs driver and 65 lbs on lead , with two batteries RD you might know what a cast iron elephant motor weighs , but I have been told its close to 700 lbs , after talking to Scott last night we concluded that a 47 0r 48 transmission weighs a extra 200 lbs give a extra 100 lbs for a tougher rear end . Scott thinks the Cummins weighs in around 900 lbs dressed . add this up and the 4000 lbs minimum weight is easily . this truck was not a high dollar store bought truck, but a fine example of a good back half truck.



NHRA is excited abut this new class ,along with the other super stock guys . the other concern was water injection , they are not wanting to police this fluid , and if your not running class, it doesn’t matter as et is not important . My recommendation is during class against another diesel is to run wind shield washer fluid out of the same sealed container, and do this in the staging lanes.



Fuel VP has stepped up the plate and will make fuel for diesels , this is good spec fuel, as NHRA likes to check fuel this spec fuel would make it easier to police , comparing it to the sample from VP in the fuel trailer after every run.

 

[nascar mark]

The donut is going to be 2. 88 inches, NHRA will after seeing a lot of successful runs rise the hole size if no oil downs or excessive breakage is evident if needed the donut is a way to even out the engine types if one becomes uncompetitive , you just give it a little more hole.



QUOTE]



This wouldn't have anything to do with the set-up you all ready run and some influence on NHRA to limit this would it

And don't go telling me NHRA is restricting the turbo inlet for safety sake. A simple screen or cross will hold the parts in if a turbo decides to let go. A small one will lay down the same amount of oil a big one will.



I like the idea of no billet heads or magnezium etc to save $$$. Make the rules simple and keep the cost down. No need for $10,000 electronic controllers to have good racing.



I don't see why the rules should be tailored to hold one guy back because his setup makes more power than his competitors within simple rules. They want to hold one guy back and move one guy forward? NHRA might think this is good racing but not me.



Same as manufactures being penalized for a stock design. You say the Dmax flows such good air. So be it. Why knock them down on head flow to match a Cummins!!! Run what you bring to the track.

Keep a weight rule but don't go Nascar on the spec's of what size turbo you can run, as the $$$'s will go out of sight. The racing will be big sponsor guys only and the little guys will be left behind due to all the politic's and spec's (I know you like the politic's of racing but not everyone is like Jerry Springer. :-laf)



Did I mention I like Nascar, you bet it has it's place but not for drag racing. Fastest guy wins for a catagory with heads up racing using the right rules to keep the cost down at this early stage of diesel drag racing.