Phil,
If your friend's car has an NHRA 'T' body with the moulded rear fenders the
body is not legal for SCTA/BNI competetion. No moulded fenders, the
placement is not in the stock location in Street Roadster. No fenders
allowed for Modified or Gas/Fuel Roadster classes.
Dan W
----- Original Message -----
From: <ARDUNDOUG@aol.com>
To: <saltracer@netscape.net>; <land-speed@autox.team.net>
Sent: Wednesday, February 09, 2000 10:17 PM
Subject: Re: converting to LSR
> In a message dated 02/09/2000 7:47:50 PM Pacific Standard Time,
> saltracer@netscape.net writes:
>
> << I have an friend (lurking here) who is considering converting his NHRA
> legal
> altered 23T into a land speed car. Maybe C/MGR? What would be the major
> obsticales to this conversion? I don't believe the car has rear
suspension,
> which is probably not much of a problem at Bonneville, but what about
Maxton?
> Phil
> >>
> Phil,
> I had an experience with my GoldDigger XXF/L a few years back that
might
> be a warning to your friend.
> In 1988-89 I had a car built that conformed to NHRA Fuel Dragster
specs.
> It had a 1 1/2" .062" wall (as I recall) chrome-moly frame and was NHRA
> certified a couple of times before I parked it.
> I ran the car at both El Mirage and Bonneville between 1989 and 1994
with
> one of my Ardun Mercs, posting speeds between 183 on gas at Bonneville and
> 194 on alky at El Mirage.
> In 1996 a friend put his "C" SBC in the car and we trotted off to
Speed
> Week, entered in C / GL class. At the "Big-Top" Tech station we were
informed
> that the roll cage tubing was "oh-too-thin and oh-too-small". Evidently
> previous inspections had missed the "non-spec" cage. With an engine in the
> car that was capable of well over 225 MPH the guys gave it a closer look
and
> discovered the awful truth.
> We were limited to licensing runs at or below 175, which we complied
> with. When I got home I decided to park the car rather than change the
cage,
> which runs from the front of the engine to the front axle in this rear
engine
> car.
> It now appears that if someone wanted to replace the rollbar hoops
with
> heavier tubing and "plate" the tubes from the shoulder hoop down the car
> could conceivably pass tech.
> The morale to my tale of woe is that SCTA and NHRA tech specs are not
the
> same regards tubing size and thickness, among other things. If you want to
> run a dual purpose car be VERY aware of the specs of both sanctioning
> organizations.
> My experience has been that "dual-purpose" cars are usually a
compromise
> for each use. They double the fun for a relatively low-buck outlay
(compared
> to building two separate cars), but rarely will compete with a
> "purpose-built" car.
> My 2 cents worth...............Ardun Doug in CA
>
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