TT Rule Addendums/Clarifications/Revisions 2006--upd 8-28-06

[Greg G.]

REVISIONS:

 

In Section 6.3.1, under Weight Reduction

Item 9) The wording will be changed to the following for the remainder of 2006:

Removal of front passenger door panel, latches, and/or window/mechanisms +1 (No points assessed if passenger front door is gutted for NASCAR style cage door bars)

 

In Section 6.3.1, under Suspension/Brakes/Chassis

Item 10)--The wording will be changed to the following for the remainder of 2006:

Add, replace, or modify camber plates or bolts, shims, steering knuckles, or struts for simple camber and/or caster adjustment only (ex. slotting of single knuckle or strut bolt hole) +2

 

So, simple caster adjustment will be included in the +2 cost for simple camber adjustment, and will be charged +2 if the car is not already assessed +2 for camber adjustment. This rule will likely be changed to reflect the value of caster adjustment in addition to camber adjustment for the 2007 season. However, for the Championships and the remainder of the '06 season, we will avoid the extra assessment. Those that were not taking an assessment for caster adjustment earlier in the year were technically not in compliance since caster adjustment was not listed as a "free" modification. However, anyone that would be affected by this is now given an Official waiver for those prior events, and will not be penalized. GG 7-21-06

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Here are some clarifications that have been made by NASA TT Administration when competitors have had questions about the rules. These clarifications qualify as "Technical Bulletins" under section 6.1 of the rules, and should be treated as if they were written directly into the rules.

 

Clarification--Gas Shocks: Simple street sport, off the shelf, replacement coilovers (even if they are gas charged and have a rebound adjustment--like some Tokico, Koni, Tein, and other non-race shocks) are not to be charged +12 points (they would fall into the +7 range). Race shocks (all basically), do fall into the +12 category. The intent of this rule is to capture race shocks and custom built shocks in the +12 category, but allow retail "street" version coilovers to fall under the +7 or +5 category. If you have a question as to which category your shocks fall under, please consult your TT Director or the National TT Director. A simple initial screening tool would be for you to look at the retail price of your shocks. Those costing more than $500 each will generally fall under the +12 category, although this may not be true all of the time, and some shocks that cost less do fall under the +12 rule.

 

Clarification--Engine Blocks: Aftermarket engine blocks made by companies other than your car's original manufacturer, or those made by your manufacturer, but that are not identical to your original equipment constitute an ENGINE SWAP. It doesn't matter if they are the same displacement as OEM. All engine swaps need to be assessed by the Regional and National TT Director on an individual basis. These blocks allow for a much more "aggressive" modified rebuild due to their higher cylinder wall strenth, yet the rebuild would otherwise cost the same number of points as someone with the same size block that could not be as aggressive. We will charge you points accordingly, depending on the situation.

 

Clarification 2-3-06--Rear Suspension Upgrades: The combination of a panhard rod addition, torque arm addition, and changing from a 4-link to 3-link rear end suspension will be assessed +4, +4, +12 (for relocated suspension mounting points), for a total of +20 points, regardless of whether or not the car has relocation of the front suspension mounting points. Once the +12 is assessed for relocation of the suspension mounting points, the car may have relocation of the front suspension mounting points without additional assessment. Example, one may then replace the front K-member with one that changes the location of the lower control arms for no assessment for the change in suspension mounting points (#16 S/B/C--+. If it is a tubular K-member, it will be assessed +2, though, under #17 of Suspension/Brakes/Chassis, for having the stronger, lighter weight piece.

 

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All of the addendums and revisions below have been incorporated into the TT Rules v. 3.9.6, released 4-17-06

 

Here are some addendums to the 2006 rules:

 

In Section 6.2 Base Classifications in the first paragraph describing the TTR class, the wording, "or has greater than 650 horsepower" shall be substituted with the following wording:

 

"or has greater than 500 awhp for AWD vehicles, or 560 rwhp/ fwhp for non-AWD vehicles, based on chassis dynamometer testing (NASA may use a Mustang, Dynojet, or Dynopack dynamometer, depending on availability, to verify compliance. Competitors are forewarned to leave an appropriate "cushion" so that they will be in compliance regardless of which type of dyno is used.) 3-27-06

 

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In Section 6.3 Up-Classing System, Engine/Drivetrain, number 26) (page 13 of the TT rules), provisions have been added for rotary engines--the rule will now read:

 

26) Non-OEM or modified/ported intake manifold: 4 cyl. +1, 6 cyl. +2, 8 cyl. +3, 12A & 13B Rotary +2, all other Rotary +3. 2-21-06

 

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Under Section Engine/Drivetrain (Section 6.3, page 12):

17) Non-OEM turbo or supercharger +18 is DELETED

The following will now be added to Section 6.1 as a subsection:

The following rules apply only to: all owners of naturally aspirated cars that have an added turbocharger or supercharger, and select engine swap vehicles that have been designated as requiring dynamometer testing.

 

The owner/driver must submit a certified dynamometer report, and the desired competition weight of the vehicle (no driver?at the lowest weight the car will be driven at) to the National TT Director, prior to the car?s first competition in order to be assigned a new base class. Any competitor wishing to drive without a Dyno test will compete in the TTU class if the original base class was TTB or below, or in the TTR class if the original base class was TTA or TTU. All competitors will be required to bring their latest Dyno certification to the track with them at each event. Any subsequent modifications or adjustments done to the car that could alter power output, will require assessment by the TT Director, and probable repeat Dyno testing. Repeat Dyno testing may be requested at the end of the season, and at any other time that the TT Directors or Inspectors feel is warranted.

 

The competitor will submit the certified sheets from three separate ?reproducible? Dyno pulls with SAE correction, of which the highest hp numbers of the three will be used. The owner/driver may elect to submit a higher horsepower number for the purposes of reassigning a base class to ensure that any Dyno testing done at another location or at the track by the TT Officials will show hp ratings equal to or less than those provided by the owner/driver. Dynamometer tests must be conducted on a DynoJet Model 248 or 224 for front and rear wheel drive vehicles, and on a Dynojet, Mustang, or Dynopack for AWD cars, in a commercial facility that offers Dynamometer testing as part of their business and is open to the public. Each Regional TT Director may retain the option to specify which Dyno locations will be the Approved Centers for that particular region. Please check with the TT Director in your area for instructions.

 

Any Dynamometer tests that are performed by series officials will be considered ?official?, including those using mobile dynamometers that are not listed above. It is the responsibility of the competitor to be within submitted power levels on any Dyno that TT officials choose to use for testing. These cars may not use any driver accessible systems while on track during competition that allow adjustment of horsepower levels that would serve to alter Dyno readings. Examples of such systems are driver-adjustable electronic tuning and engine timing advance devices, fuel pump output modification devices, boost controllers, adjustable MAP and MAF voltage clamps, and any other system that could alter the Dyno readings when measured for compliance purposes. Any restriction device placed in the air intake system must be clearly identified as such and marked to indicate its dimensions. The chassis dynamometer operator and the Time Trial Chief Scrutineer will determine the chassis dynamometer testing procedures and how many test runs will be performed for any given car being tested in order to obtain accurate test data. To ensure fairness, a NASA TT appointed official or an approved technician will operate any cars being inspected on the chassis dynamometer. Prior to the chassis dynamometer inspection the competitor may top off any fluids needed to ensure the engine and drivetrain are not damaged during testing. The fluids must be added with a NASA Technical Inspector present and no other modifications or adjustments may be made to the car. If a car is tested by Officials, and found to have a higher hp rating than was submitted for base classification on the Car Classification Form, the following formula will be used to determine possible penalty assessment. One ?penalty? point will be assessed for any deviation above the submitted peak hp number. Then, one additional penalty point will be assessed for every 3 horsepower above the submitted number. The total number of penalty points will be added to the car?s current number of modification points to determine if the car has illegally competed in a class that is too low. Appropriate penalties will then be assessed per the TT rules. 2-14-06

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Under Section 5 Driver Requirements/Licensing:

Drivers with a NASA Competition or Provisional Race License will not be required to get a NASA TT License also. However, over-aggressive driving in an TT/HDPE4 session may put their Race License in jeopardy.

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Under Suspension/Brakes/Chassis (Section 6.3, page 13):

19) Add panhard rod +4, will also include the addition of a Watt's Link (regardless of whether it replaces an OEM panhard rod or not)

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Rule number 9) on the Engine/Drivetrain section of the modification points section will be deleted. Instead the following points assessments will be made to 12A and 13B rotary engines. In addition to the points for the actual porting, points will still be assessed for the necessary changes to the carburetor, air intake, intake manifold or intake tubes (for peripheral porting), and header/exhaust.

 

Engine/Drivetrain

Port modification to 12A rotary engines:

1) Street Port +30

2) Bridge Port +50

3) Peripheral Port +70

 

Port modification to 13B rotary engines:

1) Street Port +20

2) Bridge Port +40

3) Peripheral Port +55

 

Port modification to other rotary engines:

Must be assessed individually by the National TT Director

 

Definitions:

"Street Porting"--widening and/or extension of the side intake port that allows for support of the rotor corner seal. A Rotary Engine "Street" Port Intake Port shall not allow, by any means whatsoever, any air to enter the engine from outside of the arc traced by the point of intersection of the corner seal and the leading end of the side seal. (3-13-06)

"Bridge Porting"--addition of a second side port to the outside of the original intake port, that shares the intake runner with the original port, with a "bridge" between them to support the rotor corner seal. The secondary port must not extend beyond the edge of the rotor housing (i.e. no cutting of the edge of the rotor housing is permitted).

"Peripheral Porting"--blocking of the OEM side intake port, and placement of a new intake port through the periphery of the rotor housing.

 

"J-ports", "Monster ports", and any other type of porting not described here will need to be evaluated on an individual basis with chassis dyno testing.

 

The following assumptions regarding estimated maximum peak horsepower (to the rear wheels) of a fully tuned engine have been made regarding these modifications. Any driver/team with an engine with greater than the following peak horsepower numbers should individually discuss their classification with the National TT Director:

12A--SP 150hp, BP 180hp, PP 220hp

13B--SP 180hp, BP 250hp, PP 300hp

 

Porting of other rotary engines will be assessed on an individual basis, as will engine swaps using ported rotary engines. -------------------------------------------------------------

Edited December 20, 2006 by Guest

[Greg G.]

Updated 2-3-06 to clarify points assessments for rear end suspension upgrades (primarily on Mustangs). While it may sound like a lot of points for "just" upgrading the rear suspension, these rules were written in conjunction with the writers of the AI rules, and it is felt that these upgrades are worth as much as three or more seconds per lap on a 2-minute road course--which is a one class bump.

 

Updated 2-3-06 to change the modification points for porting of a rotary engine.

[Greg G.]

Updated 2-14-06 to change the way that OEM naturally aspirated cars that switch to forced induction are base classed, and to outline the procedures for dyno testing for these cars and certain designated engine swap cars.

[Greg G.]

Updated 2-21-06 to define the points assessment for intake manifold modification on rotary engines.

[Greg G.]

Revised 2-27 to change the points assessment for the Mazda RX7 13B peripheral port mod from +60 to +55.

[Greg G.]

Revised 3-27-06 to change TTU to TTR bump horsepower ratings to measurements at the wheels instead of the flywheel.

[Greg G.]

Revised 7-21-06 to add/change the rule regarding caster adjustments.

[Shawn M.]

Revised 7-21-06 to add/change the rule regarding caster adjustments.

 

 

So for 07, caster/camber plates will be +4?

[Greg G.]

Revised 7-21-06 to add/change the rule regarding caster adjustments.

 

 

So for 07, caster/camber plates will be +4?

 

I didn't say that--don't be starting any rumors chief. I still think that those that have caster/camber plates that maintain factory caster specs should not be assessed points. It's going to come down to a decision of how valuable caster changes are, how many drivers in reality actually change caster past factory specs (without already being assessed for altered suspension mounting points), and how difficult it would be to assure compliance. In other words, it's tabled until the end of the season.

[Shawn M.]

I didn't say that--don't be starting any rumors chief. I still think that those that have caster/camber plates that maintain factory caster specs should not be assessed points. It's going to come down to a decision of how valuable caster changes are, how many drivers in reality actually change caster past factory specs (without already being assessed for altered suspension mounting points), and how difficult it would be to assure compliance. In other words, it's tabled until the end of the season.

 

 

If it were rumors, id be posting somehweres else and ill remind you mr. edumicated, i axk'd a quersten in search of clarity, oh fuzzy one.

 

I say, if you have it, why not use it.

 

Its like saying ive added swaybars but they're not hooked up. Its too easy to quick-quick with the mods in the pits.

 

Its like saying I have NOS but the bottle is off.

 

Its like saying I have a SRT 4 with a really ugly hood.

 

Its like saying my driving suit is at the cleaners!!

[Greg G.]

I say, if you have it, why not use it.

Because there are a huge number of vehicles that only have camber/"caster" plates made for them (and they aren't even called camber/caster plates, they are just called camber plates), but the amount of caster adjustment available is so small, that it doesn't go outside of factory specs--so no benefit. (i.e. the elipse type plates).

[Shawn M.]

Because there are a huge number of vehicles that only have camber/"caster" plates made for them (and they aren't even called camber/caster plates, they are just called camber plates), but the amount of caster adjustment available is so small, that it doesn't go outside of factory specs--so no benefit. (i.e. the elipse type plates).

 

 

 

Phhhh, its not my fault they picked the wrong car!

[Greg G.]

In Section 6.3.1, under Weight Reduction

Item 9) The wording will be changed to the following for the remainder of 2006:

Removal of front passenger door panel, latches, and/or window/mechanisms +1 (No points assessed if passenger front door is gutted for NASCAR style cage door bars)