Rules update

[KenCook]

Added 7/01/06

29. Real Street – Nitrous Oxide
Section 1.9a: Maximum nitrous jet size changed to .082-inch (from .078-inch)

30. Real Street – Supercharged Modular combinations
Section 1.12: Upper pulley sizes changed to:
VORTECH -- V-2 SQ S CCW -- 3.76"
ATI P1-SC -- P1-SC RR -- 4.10"
ATI P1-SC-2 -- P1-SC-2 RR -- 4.10"
PAXTON NOVI 1200 -- NOVI 1200 -- 3.76"

[PAUL WILEY]

NICE.....just intime for the race next weekend. ha ha ha LOL!!!!!:D
This is why I don't race here any more!!!!!!:)

PAUL WILEY

[ISSUES]

is the NMRA trying to rid themselves of the NOS cars?

looks to me like they are cutting the throats of the guys that are attempting to save the class from extinction.

[Robin]

RIP Real Sreet


Yes and the blower pushrod cars. Clutches and transmissions don't count with the NMRA. Now if you melt plugs from running a lean tune then you will get a rules change:eek:

Really Brian's car is flying, but with the disparity in the rules we (Brian and I) will continue to break parts.

Robin

[OneHotLX]

Ok, so if Real Street is dead. Then what? Should another class replace it?

[90GT398]

Ok, so if Real Street is dead. Then what? Should another class replace it?

Don't replace it just give the payout to the Pure Street racers.

[KenCook]

and F/S :D

Don't replace it just give the payout to the Pure Street racers.

[90GT398]

and F/S :D

True, those guy's deserve something also.

[Teddy]

My car will be for sale after Atco. Delivery will be after Bowling Green.

I would not recomend running it in Real Street.

Robin
lets talk about the roller!!!

[Aaron]

My car will be for sale after Atco. Delivery will be after Bowling Green.

I would not recomend running it in Real Street.

Robin

So what is the new plan?

[Robin]

http://www.nmraracing.com/forums/showthread.php?t=51752&highlight=robin

More details later:D


Robin

[Frank Peterson]

Robin,

I got your message, I'll be giving you a return call in the next couple of days...

Thanks

[Ed Curtis]

Hey Robin,

Do you think organized LSX racing is going to be any different over there? You can change the paint, but the same stupid bunch of contractors are building that other rickety house!

As long as the rulemakers listen to whiners over winners, there will be a problem....

R.I P. NMRA....

Ed

[smav347]

Hey Robin,

Do you think organized LSX racing is going to be any different over there? You can change the paint, but the same stupid bunch of contractors are building that other rickety house!

As long as the rulemakers listen to whiners over winners, there will be a problem....

R.I P. NMRA....

Ed

Ha ha ha. You wish, Ed Curtis.

[Ed Curtis]

Ha ha ha. You wish, Ed Curtis.

Wish???? :confused:

[Teddy]

Hey Robin,

Do you think organized LSX racing is going to be any different over there? You can change the paint, but the same stupid bunch of contractors are building that other rickety house!

As long as the rulemakers listen to whiners over winners, there will be a problem....

R.I P. NMRA....

Ed
Ed you got the R.I.P. wrong, it should be R.I.P. FFW(play taps)

[Ed Curtis]

Ed you got the R.I.P. wrong, it should be R.I.P. FFW(play taps)

"Ford" specific racing is toast Teddy...

NOPI pays better! :)

Ed

[Jonathan Paulk]

The only racing I see on TV of a NOPI event is bye runs, everybody is breaking....and most of the wins are because of somebody breaking. They pay better because everybody comes to watch the half naked girls, did you see the stands of their last event, nearly empty!!! I was going through the channels and saw Manny going down the track....whipping that import but!!!!!! Everybody was watching the bikini contest....and I don't blame them....

Is there a "Chevy" specific series??? I really am asking....

[Mark Keiser]

Super Chevy Show but I hear it is all bracket racing and car show.
They do pay nitro coupes to come and run but I hear they are slower then Pro 5.0

[Robin]

Hey Robin,

Do you think organized LSX racing is going to be any different over there? You can change the paint, but the same stupid bunch of contractors are building that other rickety house!

As long as the rulemakers listen to whiners over winners, there will be a problem....

R.I P. NMRA....

Ed

Ed

I think that there needs to be a little "house cleaning". Promedia has some strong points that we cannot find elsewhere. It's unfortunate that the whiners do get attention of the rules makers.

The LS shootout is off for now. Too many things going on and not enough time. It will happen, mark my words. When it happens It will be done first class.
Looking forward to seeing you over there.:D

Robin

[Robin]

The only racing I see on TV of a NOPI event is bye runs, everybody is breaking....and most of the wins are because of somebody breaking. They pay better because everybody comes to watch the half naked girls, did you see the stands of their last event, nearly empty!!! I was going through the channels and saw Manny going down the track....whipping that import but!!!!!! Everybody was watching the bikini contest....and I don't blame them....

Is there a "Chevy" specific series??? I really am asking....


NOPI has a lot more problems than the NMRA. It's a lifestyle show. The races are there just to fill in the gaps. With the revenue from the side shows they can pay the racers. From a sponsorship standpoint it's a little "out there". I know they have big time sponsors but lets see how long that bubble lasts. As soon as those guys get old enough to drive a domestic with power it's all over. While they still live at home it's easy to think that your mommy's import is fast.
From a pure racer standpoint it looks pretty attractive. But I think in the long run Promedia still has the best game plan (esxcept when it comes to rules that is)

Robin

[SwillRacer]

What am I missing here? Nitrous cars got a bigger jet, this I know. I also know that it probably isn't enough jet. What I don't know is the pulley changes. What were the old pulley sizes? (yes, I'm too lazy to go over to NMRA and look it up). I'm assuming that they gave the blower cars bigger pullies? Which means Robin will now have to spin his motor to 50,000 rpm?

Where is Bruce in all of this? What about Brian? Why have they not commented?

[Ed Curtis]

Ed

I think that there needs to be a little "house cleaning". Promedia has some strong points that we cannot find elsewhere. It's unfortunate that the whiners do get attention of the rules makers.


You are sounding more like "me" than you "Sir Robin."... ;)


The LS shootout is off for now. Too many things going on and not enough time. It will happen, mark my words. When it happens It will be done first class.


I have no doubt the LSX effort will be top shelf. I think you'll like the powerplant too. I know I do. :D


Looking forward to seeing you over there.:D

Robin


Already playin' in that arena but mostly with street based packages. I'm sticking to my guns on not doing "any" heads-up racers. It's just not worth the BS with Tech Officials and I'm sick of being their babysitter "and" their banker. Got any tips on how to collect on deadbeats? ;)

Ed

[Robin]

What am I missing here? Nitrous cars got a bigger jet, this I know. I also know that it probably isn't enough jet. What I don't know is the pulley changes. What were the old pulley sizes? (yes, I'm too lazy to go over to NMRA and look it up). I'm assuming that they gave the blower cars bigger pullies? Which means Robin will now have to spin his motor to 50,000 rpm?

Where is Bruce in all of this? What about Brian? Why have they not commented?

Scott

It would appear from the poor performance of the JPC car that the Nitrous guys need some help. That is a fact that Brian and I agree. We don't know how much is proper so we leave that to the people who should.

The modular combinations got 75 pound weight break before Maple Grove. They then slowed down at Maple Grove. Tim prefers to tune his combination on the towards the lean side. With that he has issuses keeping plugs in the heads.
In the final against me Tim ran 133 to my 132.
It seems that the NMRA listens to the mod racers when they pop spark plugs but could care less when we are breakig transmissions and clutches.

75 Pounds and they SLOWED DOWN. I say take it back.

I have made 10 passes on my car since Maple Grove. I have been testing my butt off. That isn't what the NMRA wants though. THey want to equalize the class for those who don't work hard.

Me, I am still slower than Brian so I have my work cut out for me;)

Robin

[Ed Curtis]

Scott

It would appear from the poor performance of the JPC car that the Nitrous guys need some help. That is a fact that Brian and I agree. We don't know how much is proper so we leave that to the people who should.

The modular combinations got 75 pound weight break before Maple Grove. They then slowed down at Maple Grove. Tim prefers to tune his combination on the towards the lean side. With that he has issuses keeping plugs in the heads.
In the final against me Tim ran 133 to my 132.
It seems that the NMRA listens to the mod racers when they pop spark plugs but could care less when we are breakig transmissions and clutches.

75 Pounds and they SLOWED DOWN. I say take it back.

I have made 10 passes on my car since Maple Grove. I have been testing my butt off. That isn't what the NMRA wants though. THey want to equalize the class for those who don't work hard.
Me, I am still slower than Brian so I have my work cut out for me;)

Robin

YES! A new signature quote!

Ed

[brian@afm]

Thanks for bringing me to the party Scott. (Meyer can't type;) , so you're stuck with me)

First off, I like, respect, and consider all those involved as friends, BUT, I personally believe that both of the changes made recently are completely off base. I've heard Bruce talk about how well his white car can and does run, but the blue car doesn't seem to be able to run the number. Here you go, have some more nitrous.????? "That's not enough...", whatever. BRING THE OTHER CAR. Prove me wrong, and I'll shut up. If there's one thing I've come to believe about Tim, it is this, he doesn't want to race quietly unless he knows he has a tenth in his pocket. Nothing wrong with that, but, he always claims he has had no time to mess with the car since the last race. Who's fault is that, not ours. Is it true? I don't really know. We, including Robin, have worked our butts off to get to where we're at and we're not done yet by any means. I'll say again, prove me wrong and I'll shut up.

[Bruce Hemminger]

Brian,

You will get your wish. I will be driving my car and Mark will be driving Justins car.

[SwillRacer]

Thanks for bringing me to the party Scott. (Meyer can't type;) , so you're stuck with me)

First off, I like, respect, and consider all those involved as friends, BUT, I personally believe that both of the changes made recently are completely off base. I've heard Bruce talk about how well his white car can and does run, but the blue car doesn't seem to be able to run the number. Here you go, have some more nitrous.????? "That's not enough...", whatever. BRING THE OTHER CAR. Prove me wrong, and I'll shut up. If there's one thing I've come to believe about Tim, it is this, he doesn't want to race quietly unless he knows he has a tenth in his pocket. Nothing wrong with that, but, he always claims he has had no time to mess with the car since the last race. Who's fault is that, not ours. Is it true? I don't really know. We, including Robin, have worked our butts off to get to where we're at and we're not done yet by any means. I'll say again, prove me wrong and I'll shut up.


I happen to know that Bruce's car IS faster, but not by much. Not enough to think that the nitrous combo doesn't need some help. Maybe on an extremely hot and humid day Bruce's car could run w/the blower combo, but only on a day like that.

[brian@afm]

Brian,

You will get your wish. I will be driving my car and Mark will be driving Justins car.

Yeah baby, that's what I'm talkin' about!!!!!!!!!!!!

For the record, I'm not referring to you as a baby.

[Ed Curtis]

For the record, I'm not referring to you as a baby.

That's true! You reserve that endearing name for Robin. :D

Ed

[brian@afm]

That's true! You reserve that endearing name for Robin. :D

Ed

No, no, no. He will always be "Boy Wunder"120

[Teddy]

Look like the increase in jet size was right on the money. Congrats Bruce on the win!;)

[Ed Curtis]

Look like the increase in jet size was right on the money. Congrats Bruce on the win!;)

Right on the money or a little too much, too soon???

/devil's advocate mode

Ed

[brian@afm]

BRING THE OTHER CAR.
:o :rolleyes: :mad: :eek:

[Tommy D]

Anyone have a copy of the 2001 Real Street Rules???

[PAUL WILEY]

I should let me take a look, what are you looking for exactly?

I ran in the class back then, it was a lot of fun. Stock A-arms (no coilover),
had to have power steering, 3200 lbs., had to have 5th gear. Back then no had it really figured out yet and most of the cars were real streetable.
99% of us were racing on a shoe string budget !!!!:eek:

PAUL WILEY

[Tommy D]

If you have them in .pdf and could email them I would really appreciate it!
I want to see where the rules have come from over the past couple of years, as my post on NMRA stated I believe the key to the classes future is it's past.
titaniumlx50@hotmail.com

Thanks Paul

[Ed Curtis]

If you have them in .pdf and could email them I would really appreciate it!
I want to see where the rules have come from over the past couple of years, as my post on NMRA stated I believe the key to the classes future is it's past.
titaniumlx50@hotmail.com

Thanks Paul

Just sent you the "preliminary" rules that I suggected to the NMRA back in 2000.

Ed

[Tommy D]

Thanks alot Ed. Wow these rules are even better then I remember the actual rules being, talk about a true "everyman's" class. I know you will always have those that will out work and try to outspend others, wheter it be in testing or development of parts, my point is if you have certain rules and restrictions that make the high dollar stuff illegal then a racer's skill and determination will decide who is faster. I just want the class to live and to be able to participate with my own car or Jake LaRock's. I think a return to the old rules would mean a return to Real Street's prominence. There was a time when this class was really, really, close to SSO in popularity. It could be there again just have to see if the NMRA really gives a sh*t or not.

[92bluelx]

could you post these rules on the forum i would like to check them out also

[Ed Curtis]

Thanks alot Ed. Wow these rules are even better then I remember the actual rules being, talk about a true "everyman's" class. I know you will always have those that will out work and try to outspend others, wheter it be in testing or development of parts, my point is if you have certain rules and restrictions that make the high dollar stuff illegal then a racer's skill and determination will decide who is faster. I just want the class to live and to be able to participate with my own car or Jake LaRock's. I think a return to the old rules would mean a return to Real Street's prominence. There was a time when this class was really, really, close to SSO in popularity. It could be there again just have to see if the NMRA really gives a sh*t or not.

Keep in mind... The rules I sent you were NOT the final rules. Those were the preliminary items that I thought were a good baseline. Even had a place for the Kennebells too...

As for the demise of the class... I saw it happening very early when they let the Vortech SQ run when only the V1 was allowed. Then the whole leaving the Novi on the list. It was only a matter of time before it lost it's virginity and became the whore.
Ed

[Tommy D]

NMRA Real Street Rules
by Ed Curtis

This class is designed for 1979 to present Mustangs powered by a 302-based engine with a single “street-type” power adder and manual transmission. The premise of the class is to create a bridge for the “heads-up” sportsman racer that fits between the normally aspirated cars in Pure Street and the more race-oriented power-adder cars found in EFI Renegade. These cars should run in the mid to low eleven second range.

Engine Block:
Standard two-bolt main cap, OEM Ford cast iron blocks only.
Early 260/289/302, Mexican and HO Blocks permitted.
NO Boss 302, A4, R302 or aftermarket blocks permitted.
Modular engines limited to two-valve blocks only.

Block filling permitted to within one (1.00”) of deck.
Deburring of block permitted.
Main cap girdles permitted.
O-ringing of block permitted.

Maximum displacement is 310 CID for 5.0L blocks and 289 CID for 4.6L blocks.
Maximum bore size for 5.0L is 4.045” as measured at top of bore where no wear is shown.
Stroke limited to stock dimension +/- .015”

Cylinder Heads:
OEM inline valve cast iron cylinder heads.
Certain FRPP and aftermarket aluminum heads permitted.
No Cleveland or Boss heads allowed.
Approved heads only. No special “one of a kind” heads permitted.
See NMRA Cylinder Head Approval Sheet for manufacturer and part numbers.
Heads must be “as delivered” from manufacturer.

Combustion chambers limited to 58 CC minimum.
NO runner porting, welding, Extrude-honing or any type of modification allowed.
Gasket matching permitted up to one-inch (1”) maximum from gasket face into port.
Valve job and bowl modifications limited to NMRA Factory Stock specifications.

Allowable cylinder head modifications:
Dual valve spring upgrade.
One piece steel retainers.
Hardened valve locks.
Stud and guide plate conversions.
Bronze lined or replacement guides.
O-ringing of heads permitted.

Camshaft:
Stock OEM hydraulic roller camshafts only. (ala Factory Stock)
Only OEM or factory replacement hydraulic roller lifters permitted.
Aftermarket aluminum or steel roller rocker arms permitted.
NO modified, racing or link type lifters permitted.
Valves:
Replacement stainless steel valves permitted.
Stock valve stem diameters required.
Under-cut stems and/or “high flow” valves permitted.
Maximum valve diameters: 2.020” intake and 1.600” exhaust.
NO titanium or exotic material allowed on valves.
Titanium valve retainers and locks allowed.

Intake Manifold:
Stock Ford OEM, Cobra EFI intakes and certain FRPP 4.6L manifolds only.
See NMRA Intake Manifold Approval Sheet for manufacturer and part numbers.
Phenolic spacers permitted. Maximum ½” thick.
Absolutely NO MODIFICATIONS allowed.
NO porting, runner shortening, Extrude-Honing or welding permitted.
NO GT40, Explorer or aftermarket manifolds permitted.
NO Roush manifolds permitted.

Throttle Body:
Only commercially available, OEM or aftermarket mass produced units permitted.
Maximum throttle body to be 65MM for 5.0L and stock for 4.6L.
EGR spacer plate must be installed.

Mass Air Meter:
Only commercially available, mass produced units permitted.
Maximum meter size to be 75MM
Must be functional and be of “draw through” design.

Crankshaft:
OEM and aftermarket, nodular iron and forged steel crankshafts are permitted.
NO billet crankshafts allowed.
Stroke limited to stock dimension +/- .015”

Connecting Rods:
Steel connecting rods only.
Forged “I” or “H” beam rods permitted.
NO billet or aluminum rods allowed.
Stock rod center to center length of 5.090” only.

Pistons:
Limited to “approved” flat top or dished only.
See NMRA Piston Approval Sheet for manufacturers and part numbers.
Must use all three rings on the pistons however, any ring package or type permitted.
Total “quench” dimension minimum is .035” combining piston deck and head gasket thickness.
Pistons with “zero” deck or below must use a .035” or thicker head gasket.
Pistons out of the deck surface must make up difference with thicker head gasket.
Composite type head gaskets only.
NO copper or shim gaskets permitted.
NO gas porting.
Miscellaneous:
Coating of engine parts permitted.

Oil Systems:
Oil pans limited to steel “street type” design.
NO aluminum or “race” type or “kicked-out” pans allowed.
Internal oil gallery modifications permitted.
NO external oil pumps or dry sump systems.
NO “external to the block” modifications to the oil galleries.
Oil pan “sight” plug may be required for crank/rod inspection.

Power Adders:
Centrifugal superchargers limited to Procharger D1, Paxton NOVI and the Vortech S trim.
Whipple, Kenne-Bell, BBK and Eaton-type superchargers limited to street versions.
See NMRA Supercharger Approval Sheet for manufacturers and part numbers.
Maximum 6 rib serpentine belt only.
Must use the “street” series crank and blower pulley diameters.
See NMRA Pulley Diameter Approval Sheet for part numbers.

Nitrous systems must consist of either a single fogger nozzle placed before the throttle body area or a “tube type” plate between the throttle body and EGR plate.
No individual multiple foggers or plate systems between the upper and lower manifold.
See NMRA Nitrous System Approval Sheet for manufacturers part numbers.
Progressive application of nitrous permitted.

Drivetrain:
Stock T-5, World Class T-5 and Tremec five speed manual transmissions only.
Pro-shifting of transmissions allowed.
NO Jericho, G-Force, Top Loader, Doug Nash (etc.) or clutchless transmissions permitted.
Aluminum and composite driveshafts permitted.
Stock OEM 8.8 rear axle assembly only.
Any gear ratio allowed.
Spools and aftermarket axles permitted.

Suspension:
See NMRA Pure Street rules.

Exhaust:
“Shorty” type headers only.
NO long tube headers allowed.
Maximum exhaust pipe diameter 2-1/2” outside diameter.
Full tailpipes exiting to the rear bumper mandatory.
NO side exhaust permitted.
All exhaust gases must exit through mufflers.

Interior:
See NMRA Pure Street rules.

Accessories:
See NMRA Factory Stock rules.
Tire Size:
Maximum Tire Size 10.6 X 26 as measured.
Circumference not larger than 88”
See NMRA Pure Street rules.

Power adder and weights:
Centrifugal Superchargers to weigh 3300#
Eaton-type Superchargers to weigh 3100#
Nitrous Oxide to weigh 3100#

[Tommy D]

REAL STREET NMRA SERIES
by Thomas Doll R/S 8527

Base Weights:

ENGINE POWER ADDER BASE CI WEIGHT
5.0L Nitrous Oxide 311 3100
5.0L Supercharged 311 3100
4.6 2V Nitrous Oxide 289 3000
4.6 2V Supercharged 289 3050

1.9 NITROUS OXIDE
NITROUS OXIDE: Real Street entries are permitted to use nitrous oxide. One 10-lb bottle permitted. Nitrous may be supplied through any size nitrous line. Push systems prohibited. The use of agents other than nitrous oxide as part of, or mixed in, the system are prohibited. Nitrous oxide may not be used in conjunction with any other power adder. If entry is entered as a non-nitrous entry, all solenoids, lines, fittings, and bottles must be removed prior to technical inspection and any competition runs. Progressive systems prohibited.
1.9a) A single nitrous nozzle or nitrous spray bar prior to the throttle body is the only permitted. Nitrous plates between the upper and lower intake are prohibited.
1) Nozzle/Spray Bar Prior to the Throttle Body
Any accepted, commercially available, single stage nitrous system which injects nitrous oxide into the engine prior to the throttle blade permitted. Maximum of a single nitrous nozzle or single nitrous spray bar housed within a nitrous plate for nitrous delivery. A spray bar-type plate is permitted permitted so as long as only a single nitrous jet is utilized. All nitrous must flow through jet. Nitrous jet limitations are as follows: .078-inch maximum. I say let someone like Bruce Hemminger or people who have a backroung decide this.

ENRICHMENT: Nitrous oxide systems must use gasoline only for the fuel enrichment circuit. There are two accepted options for fuel delivery for enrichment: (1) ‘Dry’ system where fuel is enriched through existing OEM-location fuel injectors (2) ‘Wet’ system where fuel in added prior to throttle blade.
PURGE: Nitrous purge system permitted, purge must exit cowl area away from inlet area of the hood. Purge tube must exit via a straight tube a minimum length of 4-inches protruding from the cowl, and may not be within 12 inches of the opening of the hood. Plume or nail head at end of line prohibited.
SOLENOIDS: See section 1.22 for restrictions to solenoids.

[Tommy D]

1.10 OIL SYSTEM
OILING SYSTEM: Wet sump oiling system required. Dry sump oiling systems prohibited. External oil pumps prohibited. Oil lines run outside engine block to feed oil galleries prohibited. Vacuum pump and/or evacuator system (header, or otherwise) prohibited. Steel street type oil pan permitted. Aluminum or “race” type or “kicked-out” pans prohibited.
1.12 SUPERCHARGER
Permitted superchargers are restricted to NMRA accepted commercially available, standard, mass produced systems, utilizing the factory style belt drive system. Internals of supercharger units may not be modified from standard, mass-produced units. Injection of any liquid, gas, or any other substance into the supercharger prohibited. All supercharger systems must be used in box stock form. No modifications or upgrades to the supercharger kit are allowed. Examples (1) aftermarket discharge tube (2) aftermarket bypass valve (3) aftermarket blower inlet pipe (4) belt tension device (tie bar between crankshaft & supercharger prohibited). Supercharger compressor wheel must be constructed of cast or billet aluminum and must be NMRA accepted for the specified supercharger unit. Exotic material wheels prohibited. Pushrod-based engines must use standard rotation (non-reverse) supercharger, with supercharger inlet mounted rearward facing. Modular-based engine may use reverse rotation supercharger. Vortech & Paxton superchargers must use curved volute/discharge in 5.0L applications.

The following part numbers are the only permitted supercharger systems & exact units permitted. Please reference the following chart for the required pulley & belts.

PERMITTED SUPERCHARGERS, 4.6L 2V
DESCRIPTION HEAD UNIT # CRANK UPPER RIBS GEAR RATIO
VORTECH V-1 S-trim CCW 6.75” 3.90 8 rib only 3.60:1
ATI P1-SC P1-SC RR 6.75” 4.25 8 rib only 4.10:1
PAXTON NOVI 1200 NOVI 1200 6.75” 3.90 8 rib only 3.60:1

PERMITTED SUPERCHARGERS, 5.0 HO
DESCRIPTION HEAD UNIT # CRANK UPPER RIBS GEAR RATIO
VORTECH V-1 S Trim 6.87” 3.60 8 rib only 3.45:1
ATI P1SC P1-SC 7.75” 4.50 8 rib only 4.10:1
PAXTON NOVI 1200 NOVI 1200 6.87” 3.60” 8 rib only 3.60:1

[Tommy D]

1.15 Block
Block: Any Cast Iron Ford Type 302w Permitted. Any Cast Iron 4.6 Based Engine Block Permitted. Block Must Maintain Ford O.e.m. Bore Spacing, Deck Heights, And Crankshaft Spacing For Engine Type Used. Deck Spacers (extensions) Prohibited. aluminum Blocks 4.6 Or 5.0 Prohibted.
Rules In Section 1.18b) Specify Lifters: Functional, Unmodified Ford Oem Stock Hydraulic Roller Lifters Required. Any Modification To The Clip, Pushrod Cup, Piston, Spring , Or Lifter Body Is Not Permitted. Hydraulic Roller Lifters May Not Be Plugged Or Bottomed.

1.18c) Lifter Bores: Bushed Lifter Bores Permitted.
1.18d) Valve Lock: Steel Valve Locks Required.
1.18e) Retainers: Steel Retainers Permitted.
1.18f) Stud & Guide Plates: Stud And Guide Plate Conversions Permitted.
1.18g) Camshaft Drive System: Stock Type Camshaft Drive System Required.
1.18h) Rocker Arms: Stud Or Pedestal Mount Rocker Arms Accepted. Shaft Rocker Prohibited. Stud Girdle Is Prohibited. maximum Rocker Arm Ratio Is 1.6
1.18i) Rev Kits: Prohibited.
1.18j) Pushrods: Steel Is Only Accepted Material. Composite Pushrods Prohibited. 5/16 Maximum Outside Diameter.
1.18k) Springs: Single Or Dual Steel Valve Springs Required. Maximum Valve Spring Pressure “on The Seat” Is 160 Pounds For 5.0l Combinations.

[Tommy D]

1.19 Carburetors
Carburetors: Prohibited.

1.20 Fuel Injection
Fuel Injection: Oem Ford Eec-iv Or Eec-v Engine Control Computer System Required. Nmra Accepted “plug-in” Chips And Eec Computer “add-ons” Permitted. Ford Eec-iv Or Ford Eec-v Speed Density Permitted For All Combinations. Oem Engine Control Computer Must Be Functional.
1.20a) Throttle Body: Only Mass Produced, Commercially Available Throttle Bodies Permitted. Single Throttle Body In Stock Location Required. maximum Throttle Body Size Is 2.559” (65mm) For 5.0 4.6 2v Must Use Stick Throttle Body. egr Spacer Is Not Required.
1.20b) Mass Air Size & Type Permitted: Commercially Available, Complete, Mass Produced Mass Air Sensors Required On All Combinations (sample Tube And Elements Required), Including Speed Density Equipped. Mass Air Sensor Is Not Required To Function. Mass Air Sensor Must Be Standard Draw Through Design And Must Be Installed On The Inlet Side Of The Supercharger, If So Equipped. maximum Size Of Mass Air Sensor – 2.952” (75mm). 4.6l Must Utilize Stock 80mm Mass Air1.20c) Fuel Injector Sizes & Types: Any Size/type Fuel Injector Permitted. Maximum Of 8 Fuel Injectors Located In Stock Location.
1.20d) Air Cleaner: Commercially Available, Mass Produced, Unmodified, Automotive Type Air Cleaner Required. All Incoming Air Must Pass Through Air Cleaner.
1.20e) Efi Add-ons:
If Your Add-on Computer Is Not On This List, It Is Prohibited.
1) Frpp Extender & Frpp Epec
2) Anderson Ford Pms
3) Autologic Plug-in Eec Chip
4) Superchips Plug-in Eec Chip
5) Hyperchip Plug-in Eec Chip
6) Diablo Plug-in Eec Chip
7) Eec Tuner

1.21 Intake Manifold
Intake Manifold: Only Nmra Accepted, Commercially Available, Mass-produced Intake Manifolds Permitted.. Any Height Spacer Permitted Between Efi Upper And Lower Intakes Only. All Runners Must Be Completely Separated From Each Other Runner. Spacer Or Gasket Must Not Create A 'plenum', Or Any Other Means For Air To Pass Between Runners."

1.21a) Porting: Prohibited.
1.21b) Welding/epoxy: Prohibited.
1.21c) Permitted Intake Manifold List
If Your Intake Manifold Is Not On This List, It Is Prohibited.
 Stock 5.0 Efi Intake – Upper & Lower
 Stock 4.6 2v Intake – Upper & Lower
 Ford Explorer – Upper & Lower
 Svt Cobra Efi – Upper & Lower, Pn# M 9424 D51, M 9424 E51
 Frpp Gt-40 Upper & Lower, Pn# M 6001 A50
 Edelbrock Performer – Upper & Lower, Pn# 3821**
 Trick Flow Street Heat – Upper & Lower, Pn# 51500001**
 Frpp/svo 4.6 2v Hi-flow Intake – Package, Pn# M 9424 E46
 Bullitt Ford O.e.m. 4.6l 2-valve Intake

(**these Permitted Intakes Come Factory Port-matched In Specified Areas, No Other Porting May Be Performed.)

1.22 Solenoids
Solenoids: Single Solenoid With Single Orifice On Outlet Side Permitted To Inject Nitrous Oxide Into Engine Prior To The Throttle Blade. Single Fuel Solenoid And Single Purge Solenoid Permitted.
1.23 Turbochargers
Turbocharger: Prohibited.
1.24 Aftercooler/intercooler
Aftercooler/intercooler: Prohibited.
1.25 Power Adders
Power Adders: Any Single Power Adder (nitrous Oxide Or Supercharger) Permitted With Engine Combination. See Sections 1.9, 1.12, & 1.23.
Water Injection Is Prohibited.
1.26 Crankshaft
Crankshaft: Stock Or Aftermarket Cast Iron Or Steel Crankshaft Required. Composite And/or Multi-piece Crankshafts Prohibited. Stock 3.000” Stroke, +/- .010”, Mandatory For 302w Applications. Stock 3.543” Stroke, +/- .010”, Mandatory For 4.6l Applications. Minimum Rod Bearing Shaft Diameter Is 2.000”. Modifications To Crankshaft Permitted. billet Crankshafts Prohibted. 1.27 Connecting Rods
Connecting Rods: Stock Or Aftermarket Steel Connecting Rods Required. Composite Connecting Rods Prohibited. 302w Connecting Rods Must Be 5.090”, +/- .025”, Center To Center Length. 4.6l Connecting Rods Must Be 5.933”, +/- .025”, Center To Center Length. Connecting Rods May Be Of Any Design. Connecting Rods May Be Free Floating Or Press Fit.
1.28 Head Gaskets & Quench Area
Head Gaskets & Quench Area: Pistons May Be Below Block, Even With Deck. pistons May Not Be Above Block At Top Dead Center. Any Type Single Head Gasket Permitted.
1.29 Pistons, Pins, Rings
Pistons, Pins, Rings: Stock Or Aftermarket Piston Permitted. Piston Must Be Flat Top Or Dish Design. The Use Of 3 Rings Required. Gas Porting Of Pistons Prohibited (side Or Top). Wrist Pins For 302w Based Applications Must Be A Minimum Of .912” Diameter. Wrist Pins For 4.6l Applications Must Be A Minimum Of .866” Diameter. Valve Reliefs Optional.

[Tommy D]

1.30 BOOST CONTROLLERS
BOOST CONTROLLERS: Electronic or automated boost controllers of any type prohibited on any forced induction application.. Boost may not be altered via any mechanical, automatic, hydraulic, or manual control during a quarter mile run by any external or internal device, attached to the throttle or otherwise.
1.31 WASTEGATE & PRESSURE REGULATOR
WASTEGATE & PRESSURE REGULATOR: Prohibited.
BOOST BYPASS/BLOW OFF VALVES: All boost bypass valves & blow-off valves must be contained entirely in the engine compartment. Boost bypass/blow-off valves must be conventional design and type.
1.32 VISIBLE COATINGS
VISIBLE COATINGS: Visible coatings are permitted where lubricants are present. Visible piston coating above the top ring is permitted. Visible coating of cylinder head runners, combustions chambers, and/or intake manifold runners/plenums prohibited.
1.33 “O” RINGING OF BLOCK
“O” RINGING OF BLOCK: Permitted.

2: DRIVETRAIN
2.3 CLUTCH
CLUTCH: Standard Ford OEM factory-replacement-style single disc diaphragm clutch required. Steel or aluminum pressure plate a minimum of 10.0”-inch in diameter is required. Adjustable pressure plates, or long-style pressure plates are prohibited. Clutch operation must be operated using factory style cable mechanism. 2005-up Mustangs using hydraulic clutch actuation may retro-fit ’79-’04 cable style mechanism.
2.4 DRIVESHAFT
DRIVESHAFT: Driveshaft required to be only steel or only alumium regardless of origin or manufacturer.
2.11 REAREND
REAREND: Ford 7.5-inch, 8.8-inch, or 9-inch rearend required. Ratio restricted to 4.10 ratio or numerically lower for 5.0L & 4.6L engines 2.12 MANUAL TRANSMISSIONS
MANUAL TRANSMISSION: Only specified O.E.M. or specified aftermarket transmissions permitted. Overdrive gear(s) may not be removed. Clutchless models prohibited. Any gear change must occur from direct action by the driver. Pneumatic, electric, hydraulic, etc. shifters prohibited. Pro-shifting is permitted. All transmissions must use either a) as produced, as supplied (unmodified,) OEM gears and/or gear sets for transmission used or b) specified stock replacement helical cut gears and/or gear sets in the exact form as submitted for consideration and accepted by the NMRA. Gears and/or gear sets may not be utilized from other models (i.e. T-56 gears may not be used in T-5 transmissions). Transmission used is required to have a gear ratio in all gears as offered by the transmission used. Welding or grafting part of one countershaft to part of another counter shaft will not be accepted.

2.12a) PERMITTED MANUAL TRANSMISSIONS:
Tremec T5, Tremec T45, Tremec TR3550, Tremec TR3650, Tremec TKO, Tremec TKO-500, TKO-600, & Tremec TKOII.
2.12b): SHIFTER: Must be commercially available bolt on shifter. Must have a single handle and attach to the transmission using only a) the OEM type mounting bolts in the OEM mounting holes and b) must use a single pivot-ball type shifting arm.
2.12c) PERMITTED GEAR RATIOS:
Tremec T5(a) - 3.35, 1.99, 1.33, 1.00
Tremec T5(b) - 2.95, 1.94, 1.34, 1.00
Tremec T45 - 3.37, 1.99, 1.33, 1.00
Tremec TR3550 - 3.27, 1.98, 1.34, 1.00
Tremec TR3650 - 3.38, 2.00, 1.32, 1.00
Tremec TKO/TKOII - 3.27, 1.98, 1.34, 1.00
Tremec TKO-500 - 3.27, 1.97, 1.34, 1.00
Tremec TKO-600 - 2.87, 1.89, 1.28, 1.00


2.13 PURPOSE BUILT TRANSMISSIONS
PURPOSE BUILT TRANSMISSIONS: Prohibited. It doesn’t get more purpose built then a G-Force T5.
2.14 AUTOMATIC TRANSMISSIONS
(OEM American transmissions or replicas of OEM American transmissions that use planetary gears)
AUTOMATIC TRANSMISSIONS: Prohibited.

[Tommy D]

3: BRAKES & SUSPENSION
3.1 BRAKES
BRAKES: All cars must have front and rear hydraulic brakes. Automated brakes or any type of traction control is prohibited. Application and release of brakes must be a function of the driver’s foot. Line loc permitted on front wheels only. Any other electric, pneumatic, or hydraulic device in the system is prohibited.
3.2 SHOCK ABSORBERS
SHOCK ABSORBERS: Each vehicle in competition must be equipped with one operative shock absorber for each sprung wheel. Shock absorbers may be either hydraulic or friction type, securely mounted and in good working order.
3.3 STEERING
STEERING: Power assisted or manual aftermarket steering system in stock location mandatory.
3.4 SUSPENSION, FRONT
FRONT SUSPENSION:
3.4a) K-MEMBERS: Aftermarket K-Members permitted, but must attach to the chassis using only the original eight (8) factory O.E.M. type mounting bolts in the factory mounting location. No part of the K-member may be permanently attached to the chassis. K-member may be modified in oil pan area to allow oil pan enlargement or removal.
3.4b) STRUT TOWER: Factory strut tower required. No modifications may be made to the strut towers other than the following: 1) roll bar or roll cage may be welded to the strut towers for safety purposes.
3.4c) CONTROL ARMS: OEM or tubular aftermarket control arms required which are attached in stock location.
3.4d) SHOCKS/STRUTS: Aftermarket struts and shocks permitted provided stock attachment location used.
3.4e) SPRINGS: Aftermarket springs permitted.
3.4f) COIL OVERS: Coil over shocks and struts permitted.
3.4g) CAMBER PLATES: Bolt on type camber plates permitted. Bolt on plate may be tack welded to strut tower to prevent movement, otherwise welding prohibited. Camber plate may only be attached to top flat portion of strut tower. Attachment to any other structure prohibited.
3.4h) SPINDLES: Only stock OEM spindles permitted. Modifications for brakes permitted. 3.4i) 2005-up MUSTANG: 2005 & later Ford Mustang bodies are required to utilize stock OEM style 2005-up front suspension type and design. Aftermarket control arms are permitted, but must attach in stock location. Aftermarket struts are permitted. All other suspension rules apply.



8: ELECTRICAL
8.1 BATTERY/CHARGING SYSTEM
BATTERY: Battery may be relocated. Charging systems must be functional and crank driven by the factory style 6 rib serpentine belt. 16V systems prohibited.8.3 IGNITION
IGNITION: MSD 7 series ignitions and higher are prohibted. Any distributor drive system permitted.
8.5 STARTER
STARTER: All entries must be self-starting.

[Redsnk95]

Looks like fun.

Troy