I've been reading thru the procedures for a while. Pretty sure procedures are

1. Must run all the way to engine cutoff, just like now. HP readings are done in 50 rpm increments.
2. Take your highest HP, and also note the RPM at which its achieved.
3. Take the next 3 highest HP readings, from the 500rpm increments nearest the rpm where max HP achieved (above or below that rpm)
4. Average these 4= your HP number

For comparison, I had an ap2 engine, with common Intake, header, cat delete, and exhaust.
I took an old 212hp flat tune dyno sheet, that I used from a dyno reclass. That averaged to 206.5. One reading above peak, 2 below to achieve the average.

However, the sheet where the car achieved full HP was 228. Averaged out that was 218, no readings above peak.

I really think there will be variances based on how many mods you have, AP1 vs 2, health of engine, and type of tuning.

Lastly, there is nothing to stop people from de-tuning/flat tuning their cars to stay in TT5/ST5. I certainly feel this is the more economical route. If my engine hadn't gone kaput at Gingerman, it's what I'd be doing

 

Peak. Submitted graph to Greg and got my base points.

2450-2500 without driver is fairly easy and many race S2000 are around that weight. Gut the interior, leave the dash and heating system just incase it rains, single race seat, NASCAR door bars and gut the factory doors, remove A/C, airbags, air pump, lighter exhaust or a turn down at the axle, light wheels...

Getting to H1 and STU min weight is tricky with an AP1, 2450lbs and 2200lbs respectively w/driver.

I was doing it based off a straight 14.5:1 for PTC using peak whp without any modifiers. 14.5x205=2972.5 My current weight for PTC is 2670. With modifiers and using an average hp, then yes, it may be possible to stay in PTC. But the way Greg is talking about it, its not going to be a tiny bump in wt/hp where current PTC guys are just adding 40lbs to stay in class.

 

Took my car down to sebring this weekend and ran it on a 12:1 avg p/w in what I expect to be TT4 trim. I've got some handling things to work out but waiting on TT4 rules to make changes. Like to take some of the weight that's in the car and relocated it lower and rearward. Also wasn't running it all the way out to redline yet either. Data showed I had a 24 in it had I not botched a couple of spots. I expect TT4 to be 23's At nationals next year.
http://www.youtube.com/watch?v=DnfiAbYbSUY

 

Bit of dyslexia before. I run at 2760 in PTC.

There are no mod factors in PTC. The limit for next year is 14.5, no lower.

[quote name=NASA Rule Book] 5.1.2 Minimum Adjusted Weight/Power Ratios for each Class
Each competition class has been assigned a minimum “Adjusted Weight/Power Ratio”. Regardless of how many points a car has, or which base class it begins in, it may not exceed the minimum “Adjusted Weight/Power Ratio” for its competition class. Any vehicle found competing with an “Adjusted Weight/Power Ratio” less than the minimum level assigned below will be disqualified, and additional penalties (Section 6.4) may be assessed.
PTB 10.50:1
PTC 12.00:1
PTD 14.25:1
PTE 16.50:1
PTF 19.50:1[/quote]

Greg typically puts S2000 dyno reclasses at 13.5:1 for PTC even though the limit is 12:1. I'd expect with the bump to 14.5:1, a dyno reclass will put you at 15.5:1. He's not going to start reclassing S2000's at the limit of the class.

Given this, even using an avg whp of 195, that puts you at 3022lbs for PTC.

I think all we can hope for is heavy mod factors that bump ST/TT4 up to 13:1 or 13.5:1 for most of the field. Pray that the only way you can run the 12:1 limit is on skinny street tires in a sedan without aero.

 

Bit of dyslexia before. I run at 2760 in PTC.

There are no mod factors in PTC. The limit for next year is 14.5, no lower.

[quote name=NASA Rule Book] 5.1.2 Minimum Adjusted Weight/Power Ratios for each Class
Each competition class has been assigned a minimum “Adjusted Weight/Power Ratio”. Regardless of how many points a car has, or which base class it begins in, it may not exceed the minimum “Adjusted Weight/Power Ratio” for its competition class. Any vehicle found competing with an “Adjusted Weight/Power Ratio” less than the minimum level assigned below will be disqualified, and additional penalties (Section 6.4) may be assessed.
PTB 10.50:1
PTC 12.00:1
PTD 14.25:1
PTE 16.50:1
PTF 19.50:1[/quote]

Greg typically puts S2000 dyno reclasses at 13.5:1 for PTC even though the limit is 12:1. I'd expect with the bump to 14.5:1, a dyno reclass will put you at 15.5:1. He's not going to start reclassing S2000's at the limit of the class.

Given this, even using an avg whp of 195, that puts you at 3022lbs for PTC.

I think all we can hope for is heavy mod factors that bump ST/TT4 up to 13:1 or 13.5:1 for most of the field. Pray that the only way you can run the 12:1 limit is on skinny street tires in a sedan without aero.
[/quote]

So TT3 is 10:1 With my Mod Factors that means I'm 9.4:1 which 297 avg hp. So if we just do straight 12:1 that's an avg of like 240whp... that's a BIG difference for same weight. I was figuring it would be down in the 11.4-11.6 with modifiers.

 

It may be down from TT3 but its a huge jump from TTC. My take on what Greg was going for here is for TT4 to be faster than C but slower than B since its replacing both in their current iterations. I'm really hoping that there are more mod factors to be put in place. Small things like flipping OEM aero from being a -.3 to making wing/splitter be a +.3 hit will be a start. They should make the tires harsher too. (just making up numbers here)0 for a 200TW, .2 for a NT01/RC1, .5 for a R7, .8 for a A7 etc

 

2 months till 2016 events and we still don't know..... arrgh this is irritating.

 

73 days to our 1st event of the year

 

Bah there aren't any TTB cars in Florida anyways except for that one with all those JDM bits bolted on the outside.

 

Rules: https://nasa-assets.s3.amazonaws.com...--10-31-16.pdf