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Date Posted: 08/23/07 2:57pm
Author: DH
Subject: click here for the complete June post concerning the rules proposal....
In reply to: David Hubbard 's message, "The proposed rules revisions are scheduled to be in effect as of September 1, 2007. To date, no negative input has been received, nor has any team indicated their combination would be impacted by the updates. A recap follows of the proposal that was posted in June:

***Only head castings/part numbers that were available for sale to the general public prior to September 1, 2007 will be legal for TPSA competition.

***55mm maximum camshaft barrel/diameter.

***Any sheetmetal used on an intake manifold will carry the 50# weight adjustment.

***The LSX series of SBC components will not be legal for TPSA competition.

If you have any questions, comments, or suggestions, please call or email me ASAP." on 08/23/07 2:47pm

Rule updates for '08 and beyond..... -- DH, 23:42:26 06/22/07 Fri

It's raining, the board's quiet, and we have a few days before our next event @ Pine Valley Raceway on June 30th, so it's a good opportunity to bring you up to speed on what we've been working on.

As you know, we have been researching and asking for input on rule revisions, updates, or clarifications for the '08 season and beyond for the past several months. As evidenced by the unrest in some of the other organizations caused by seemingly uncontrollable escalating costs, it becomes obvious that stable, consistent rules are paramount for the success and long term viability of an organization such as ours.

The cylinder head, intake manifold, and camshaft issues have been the main topic of discussion over the past few months. The Dictators have conducted many hours of research with engine builders, head porters, manufacturers, and other racing groups, in an effort to insure competitiveness without being forced to purchase the "trick of the week" to stay competitive. The original intention was to move toward a "Spec" head at a very competitive price that would offer all of the teams the same hp potential as the current front runners. This program progressed along very nicely for about 6 months, until it was ultimately killed at the last moment by the head manufacturer. They decided that an 18* conventional casting was more profitable than a 22* one. Initially, we were very disappointed and interviewed other head/engine builders about producing a "Spec" head but could not achieve the package of performance/cost we were looking for. After some time passed and more research, it became apparent that a "Spec" head was not the answer as it would eliminate choices the individual owner had as far as developing his unique engine combination with the engine builder/head porter of his choice. At this time, the top four teams use different heads and engine builders and it's important to retain the diversity, creativity, and spirit that the original rules were based on.

Considering the R&D, technology, and the number of new castings produced for the BBC conventional head in the past few years, the consensus was to somehow limit the investment required to achieve, and maintain, a competitive performance level. The hp that is available out of the box now is astounding compared to what was available just a couple of years ago. This year, several teams have demonstrated the performance potential of the heads that are currently available. Considering all of the facts with an eye toward the future and further development of the class, the best solution appears to be a moratorium on new head technology. Simply stated, any currently available head that is legal for TPSA competition, with TPSA legal modifications under the present rules will be allowed. The cut off date for new castings or part numbers will be September 1, 2007. This will allow those competitors who are building new combinations or updating to finalize their plans for next season.

The SEMA show (Oct 30) and the PRI show (Dec 6th) typically are where new products are released and the cut off date will be prior to these shows. In other words, if Dart, Brodix, BMF, etc. release a new part number or casting after September 1, 2007, including at any trade show, it will not be legal for TPSA competition.

Additional rule updates will include the cam barrel diameter being limited to a maximum of 55mm, and the use of sheet metal on any intake manifold will result in a 50# weight adjustment being assessed. To recap the updates:

***Only head castings/part numbers that were available for sale to the general public prior to September 1, 2007 will be legal for TPSA competition.

***55mm maximum camshaft barrel/diameter.

***Any sheetmetal used on an intake manifold will carry the 50# weight adjustment.

***The LSX series of SBC components will not be legal for TPSA competition.

Look these proposals over, talk to your head and engine builder and get his opinion. Odds are we have already contacted him and every one that was contacted agreed this is a viable plan for the future of the TPSA. In fact, the original idea came from a discussion with a very prominent engine builder who was adamant about cost control and limiting technology to reasonable levels if the class were to survive and prosper. Somewhat surprising and candid views coming from an individual that makes his living from developing new products and R&D.

If your present combination has a cam larger than 55mm please contact me ASAP. We have tried to contact every team and to our knowledge no one is currently using the larger barrel cams. As always your comments and opinions are invited and welcome....post, email, or call. Thanks.

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Replies:

[> Rules revisions -- Gary Winscott, 08/24/07 9:59am

David,
Please correct me if wrong. The 50# penalty for a sheet metal intake would not be added to the current 100# penalty imposed on a tunnel ram - two carb combo. As often as I have looked at this,I still have a tendancy to interperet it both ways.
Thanks, Gary

[Edit]

[> [> Gary, any two carb combo regardless of intake type (cast or sheetmetal), adds 100#'s to the base weight. The revision above only applies to single carb combo's, and refers to using sheetmetal in the plenum, intake runner, or any area of a cast manifold that is part of the induction system. These modifications create, in effect, a "hybrid" manifold with advantages over a "pure" cast unit. Therefore, the "hybrids" will carry the same 50# adjustment (one carb) as the full sheet metal intake does. If you have any questions give me a call. -- DH, 08/24/07 6:44pm


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