Comp eliminator
Discussion
I'd be interested in the reply to this as well. I've read and re-read the rules in the blue book and I still don't fully understand it.
I know there is a staggered start but a heads up finish, I know that there is something about weight breaks and running under your index but it's either not written very well or it is as complicated as it sounds
I know there is a staggered start but a heads up finish, I know that there is something about weight breaks and running under your index but it's either not written very well or it is as complicated as it sounds
http://www.dragzine.com/tech-stories/chassis-safet...
And it is brilliant. And I am disappointed SPRC/SPR seem to have dropped it.
And it is brilliant. And I am disappointed SPRC/SPR seem to have dropped it.
Jon C said:
http://www.dragzine.com/tech-stories/chassis-safet...
And it is brilliant. And I am disappointed SPRC/SPR seem to have dropped it.
Thanks Jon, will have a read. And it is brilliant. And I am disappointed SPRC/SPR seem to have dropped it.
So how does the indexing work in terms of the car? How would my altered be seen to run when built?
What size is your engine Luke? IIRC Kenneth Feldthussen running in AA/A (blown alky with a hi-helix) has a 432i Hemi and has to weigh in the region of 2400lbs to make the weight-break. It really doesn't favour big engines SFI tagging would be as per NFAA.
As a class I love it, put simply each class has a weight break and an index defined by type of car, engine, aspiration etc. Qualifying is done on who runs the furthest under their index but run more than a certain amount under and your index is changed for the remainder of the event, run even quicker (can't remember the numbers off hand) than your index and it gets permenantly adjusted. Eliminations is handicapped on the tree to the class indexes then first to the stripe wins, no break out.
SFI tagging would be as per NFAA.As a class I love it, put simply each class has a weight break and an index defined by type of car, engine, aspiration etc. Qualifying is done on who runs the furthest under their index but run more than a certain amount under and your index is changed for the remainder of the event, run even quicker (can't remember the numbers off hand) than your index and it gets permenantly adjusted. Eliminations is handicapped on the tree to the class indexes then first to the stripe wins, no break out.
MotorPsycho said:
What size is your engine Luke? IIRC Kenneth Feldthussen running in AA/A (blown alky with a hi-helix) has a 432i Hemi and has to weigh in the region of 2400lbs to make the weight-break. It really doesn't favour big engines SFI tagging would be as per NFAA.
As a class I love it, put simply each class has a weight break and an index defined by type of car, engine, aspiration etc. Qualifying is done on who runs the furthest under their index but run more than a certain amount under and your index is changed for the remainder of the event, run even quicker (can't remember the numbers off hand) than your index and it gets permenantly adjusted. Eliminations is handicapped on the tree to the class indexes then first to the stripe wins, no break out.
Not built yet, only mocking up at moment. But probably with 496 or 511 depending on how much I bore it. SFI tagging would be as per NFAA.As a class I love it, put simply each class has a weight break and an index defined by type of car, engine, aspiration etc. Qualifying is done on who runs the furthest under their index but run more than a certain amount under and your index is changed for the remainder of the event, run even quicker (can't remember the numbers off hand) than your index and it gets permenantly adjusted. Eliminations is handicapped on the tree to the class indexes then first to the stripe wins, no break out.
Weight wise I wont be any where near 2400lbs closer to 1900lbs at a guess.
Think its out the question then, just like the idea of heads up but to an index. Building the car to run 7.50's on purpose, I don't want a record breaker, just some laps
MotorPsycho said:
Comp eliminator doesn't require any brand 'correctness' between car and engine, stock and super stock however do, very strictly
Aah! I read the article as needing to so maybe I can sneak in. My current engine is 475ci (although it may get changed over the winter) and the car currently weighs 2200lbs. Does this mean I should put my diet on hold 
You run to a fixed index, sort of like the super classes, but there are no breakouts. Rather than a single index of 8.90/9.90/10.90, your index is determined by which class you fall into (which is itself determined by weight and engine type/size). If a racer goes more than a certain amount below their index, then the index is temporarily dropped for the remainder of the meeting. If they go significantly below the index, then the class index is changed permanently. The current European indices are available on the SpeedGroup web site. The idea is that it's self adjusting, so as someone goes quickly in one class, their index drops and that keeps them level with racers in other classes. As a rough guide, in order to be competitive you need to build a car capable of running half a second or more below the current index. The weights and engine sizes for the class breakdowns are listed in the rule book (not that we've got one of those this year, but we'll gloss over that...)
Tet said:
You run to a fixed index, sort of like the super classes, but there are no breakouts. Rather than a single index of 8.90/9.90/10.90, your index is determined by which class you fall into (which is itself determined by weight and engine type/size). If a racer goes more than a certain amount below their index, then the index is temporarily dropped for the remainder of the meeting. If they go significantly below the index, then the class index is changed permanently. The current European indices are available on the SpeedGroup web site. The idea is that it's self adjusting, so as someone goes quickly in one class, their index drops and that keeps them level with racers in other classes. As a rough guide, in order to be competitive you need to build a car capable of running half a second or more below the current index. The weights and engine sizes for the class breakdowns are listed in the rule book (not that we've got one of those this year, but we'll gloss over that...)
Thanks for info, so alky car with glide is what one?Comp eliminator was the style of racing you had at Santa Pod for a few years in the eighties but it died out in the early nineties. It is my opinion that you actually got racing with the quickest cars representative of their classes winning. At that time their were some good cars around, Herb Andrews, the Cross Brothers and Dave Gibbons with their small block altereds, a few jag powered cars, and the Saunders big block stuff,as well as Robin Read and Russ Carpenter with their Daimler dragsters. I ran a small dragster as did Malcolm Beeken and Steve Young. A good mix of cars running as quick as they could, which surely is the essence of racing?
On the odd occaision I go to the races now I miss the fact that there are very few quick small cars. I think it would be good to see the class here again. It may encourage or own Don Nase - a real quick turbo four cyclinder dragster. I also think encouraging more European and Japanese engined cars into mainstream drag racing would help bring in greater opportunities for sponsorship.
On the odd occaision I go to the races now I miss the fact that there are very few quick small cars. I think it would be good to see the class here again. It may encourage or own Don Nase - a real quick turbo four cyclinder dragster. I also think encouraging more European and Japanese engined cars into mainstream drag racing would help bring in greater opportunities for sponsorship.
Comp eliminator was the style of racing you had at Santa Pod for a few years in the eighties but it died out in the early nineties. It is my opinion that you actually got racing with the quickest cars representative of their classes winning. At that time their were some good cars around, Herb Andrews, the Cross Brothers and Dave Gibbons with their small block altereds, a few jag powered cars, and the Saunders big block stuff,as well as Robin Read and Russ Carpenter with their Daimler dragsters. I ran a small dragster as did Malcolm Beeken and Steve Young. A good mix of cars running as quick as they could, which surely is the essence of racing?
On the odd occaision I go to the races now I miss the fact that there are very few quick small cars. I think it would be good to see the class here again. It may encourage or own Don Nase - a real quick turbo four cyclinder dragster. I also think encouraging more European and Japanese engined cars into mainstream drag racing would help bring in greater opportunities for sponsorship.
On the odd occaision I go to the races now I miss the fact that there are very few quick small cars. I think it would be good to see the class here again. It may encourage or own Don Nase - a real quick turbo four cyclinder dragster. I also think encouraging more European and Japanese engined cars into mainstream drag racing would help bring in greater opportunities for sponsorship.
Comp eliminator was the style of racing you had at Santa Pod for a few years in the eighties but it died out in the early nineties. It is my opinion that you actually got racing with the quickest cars representative of their classes winning. At that time their were some good cars around, Herb Andrews, the Cross Brothers and Dave Gibbons with their small block altereds, a few jag powered cars, and the Saunders big block stuff,as well as Robin Read and Russ Carpenter with their Daimler dragsters. I ran a small dragster as did Malcolm Beeken and Steve Young. A good mix of cars running as quick as they could, which surely is the essence of racing?
On the odd occaision I go to the races now I miss the fact that there are very few quick small cars. I think it would be good to see the class here again. It may encourage or own Don Nase - a real quick turbo four cyclinder dragster. I also think encouraging more European and Japanese engined cars into mainstream drag racing would help bring in greater opportunities for sponsorship.
On the odd occaision I go to the races now I miss the fact that there are very few quick small cars. I think it would be good to see the class here again. It may encourage or own Don Nase - a real quick turbo four cyclinder dragster. I also think encouraging more European and Japanese engined cars into mainstream drag racing would help bring in greater opportunities for sponsorship.
BennettRacing said:
Thanks for info, so alky car with glide is what one?
That depends on what it is :-) Comp eliminator classes start with a letter, which is determined by the ratio of engine size to car weight, going from A to I or so. The next letter, if present, shows it's not naturally aspirated. A indicates a hi-helix blower, B is a standard roots blower, T is a turbo and N is nitrous. The letter after the slash is the car type, which is either D for dragsters or A for "altereds" (which also includes doorslammers) or PM for Pro Mods[1]. In the US, there are many more classes within Comp Eliminator, but those are the ones we use here. So for example, John Tebenham used to run in CT/A, the C because of his comparatively small engine, the T/A because it was a turbocharged doorslammer.For the weight and engine size you've mentioned, that gives you somewhere around 105kg/litre, which would place you in A/D if it's a dragster or A/A if it's an altered or doorslammer. Because of the large engine size, it falls below the minimum kg/litre limits for anything other than naturally aspirated, so you wouldn't be able to run it in Comp Eliminator if it was blown, turbocharged or had nitrous AFAICT.
[1] Which I think is just a hack to get around the fact that PMs couldn't otherwise enter because their large engines make them ineligible for AA/A or AN/A.
Tet said:
[1] Which I think is just a hack to get around the fact that PMs couldn't otherwise enter because their large engines make them ineligible for AA/A or AN/A.
One of the main reasons Pro Mod cars were encompassed in to Comp Eliminator was to enable drivers to earn NHRA grade points to allow them entry/invites to the AMS/Jegs/GSA series.Our little 3.5 litre rice burner is just perfect for comp Elim and v v competitive. Have to say that's the racing we want in 2012. if it means we say goodbye to the Nationals and potentially FIA rounds in the UK then so be it. Had enough of S Pro as we want to chase down other Jap times set elsewhere in the world not be worried about running under any index time.
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