question

[aaron brooks]

im looking at building a 1998 camaro with either twin turbos or single turbo not to sure yet,but what i was wondering first is how much is the base weight on one and 2nd were is the best place to shave weight of of the car i wanna run a class here in ontario called true street it is a Single power adder stock style suspension class for nitrous, blowers and turbos

[STENOD]

What's the weight limit your allowed to run? and what size turbo are they allowing?? Also, just out of curiousity is this a class you can run twins in?

Stenod

[aaron brooks]

Single power adder stock style suspension class for nitrous, blowers and turbos

Body and chassis:
-Lexan/plexiglass window replacements permitted but must appear stock. No visible bracing, screws, rivets, etc. permitted.
-Functioning lights required.
-Full interior required (i.e. must have upholstered door panels, dash, carpet, 2 front seats)
-Sponsor lettering restricted to vehicle glass only.
-Light weight body panels allowed
-Stock style suspension required front and rear. Bolt in replacement components and traction devices allowed.
-Stock fire wall and location required.
-No forward facing hood scoops unless OEM equipped or Naturally aspirated
-Any aftermarket or fabricated ram-air unit is allowed, but it must not be visible from the exterior.
-No rear wing or front spoiler unless OEM equipped or Naturally aspirated.
-No dry sump oiling systems

Exhaust:
-Mufflers required. Must be commercially available units, no home built mufflers. No gutting of mufflers permitted. No inserts
-Must exit beyond leading edge of driver’s seat.
-Max pipe diameter 3" dual (4" single) from collector back.

Induction:
-Cast aluminum non tunnel ram intakes only. No carbon fiber/sheet metal intakes. Fuel injected entries may use fabricated sheet metal upper intake with cast aluminum lower intake.
-Single carb or throttle body only with 1" maximum spacer.
-No Dominators and max throttle body size 90mm single or 10 sq/in equivalent 2 or 4 hole.

Small block cylinder heads:
-Non OEM canted valve heads add 100# (i.e. Chevrolet SB2/Ford Yates)

Big Block cylinder heads:*
-Big block entries restricted to the following cylinder heads:

Big Block Ford
-Ford Factory OEM Iron & OEM Aluminum (2 bbl. & 4 bbl.)
-Ford 429/460 Aftermarket Cobra Jet Cylinder Heads
-Blue Thunder 460
-Edelbrock Performer RPM 460
-Edelbrock Performer RPM 460 CJ

Chevrolet Big Block
-Chevrolet Factory OEM Iron & OEM Aluminum
-Brodix BB-1, BB-1 OEF1, BB-2, BB-2X, BB-2 Extra, BB-2 Plus, BB-3
-Edelbrock Victor Jr. Oval Port
-Edelbrock Victor Jr. Rect Port
-Edelbrock Performer 454-O
-Edelbrock Performer 454-R
-Dart Pro 1, 320, 360
-Canfield Big Block Chevy 24.5-800, 24.5-900
-GMPP Signature Series BB Heads #12363400,12363390

Chrysler Big Block
-Chrysler Factory OEM Iron & OEM Aluminum (non Hemi style).
-Brodix B1-BS (Not B1)
-Edelbrock Performer RPM 440
-Indy 440-1, SR

Oldsmobile
-Olds Factory OEM Iron & OEM Aluminum
-Edelbrock Performer RPM Big Block

Pontiac
-Pontiac Factory OEM Iron & OEM Aluminum
-Edelbrock Performer RPM Big Block
-Wenzler Series II (Not Super Chief)

Buick
-Buick Factory OEM Iron & OEM Aluminum
-TA Performance Stage 1,2,3,4

*Please note that some cylinder heads not found on list may be subject to exemption. Prior written consent must be granted by the OSCA
and heads may be subject to weight penalty.

Tires:
-Maximum rear tire size 12.5" x 30" DOT. Any size drag radial permitted.
-No slicks permitted
-All tire sizes are as designated on sidewall
-No clutch less transmissions only on naturally aspirated combos
-No wheelie bars
-Single power adder only.

Turbochargers:
-Max turbo inlet diameter 80mm.

List of approved superchargers:
-Vortech A, B, S, YS, JT, & T TRIM
-ATI Procharger P600, D-1, D-1SC, D-1R
-ATI Procharger P1SC, P1SC-2, P1SC-H
-ATI Procharger F1, F1R
-Paxton SN, VR4, NOVI 1000, 2000
-Powerdyne BD-9, BD-10, BD-11, XB-1A
*Please note that some superchargers not found on list may be subject to exemption. Prior written consent must be granted by the OSCA
andmay be subject to weight penalty.

Nitrous systems:
-Nitrous systems limited to 4 solenoids (2 nitrous and 2 fuel)
-System limited to single 15# bottle with single -6AN feed line from bottle to engine compartment mounted nitrous solenoid or distribution block.
-No disconnected auxiliary nitrous equipment permitted. Only approved nitrous system may be on entry to pass OSCA tech inspection.
-Single stage systems only. Must use fogger or plate, but no combination of the two.
-Fogger systems limited to single nitrous and fuel nozzle per cylinder with single nitrous and fuel feed per nozzle.
-Plate systems limited to single plate.
-Progressive systems with 1 extra nitrous solenoid permitted.

Base weights:
-2900# base weight+3# per ci above 300ci to 400ci and 1.25# per ci from 401ci to 509ci for nitrous entries
-2900# base weight+5# per ci above 300ci for supercharged and turbocharged entries
-Maximum 510ci

Weight adders:
-See small block cylinder heads
-150# weight adder for manual transmission unless N/A

Weight breaks:
-100# weight break for non intercooled supercharged entries
-50# weight break for H-pattern manual shifter
-50# weight break for drag radials

Naturally aspirated entries are permitted the following:
-300# weight break using nitrous combination weights big blocks only
-400# weight break using automatic trans,weight using nitrous combinations weights big blocks only
-Forward facing scoops permitted
-max 29x10.5W
-Ladder bars (must retain stock rear frame, mini tubs OK)
-Any size dual exhaust
-Dominator carburator
-Wheelie bars permitted
-Clutch less trans permitted

Fuel:
-Gasoline only




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If you are building a race car and you are unclear about rules concerning your class, please contact us.
The OSCA reserves the right to impose penalties for rule infractions and on items which do not represent the intent of the class entered.
Rules subject to change witout notice. If in doubt as to rule interpretation please contact us for final ruling.

[DERTY]

The biggest place to shave weight can be found in some of the suspension components, brakes, front and rear glass, seats, seat belts, AC, heat, stereo, etc. Essentially taking out everything that you won't ever use or replacing them with lighter weight alternatives. We even get down to some of the sheet metal brackets that are spot welded inside the car. Individually they're light. In total there is about 10 pounds of brackets in the interior that aren't required if you eliminate the back seat and such.

Some of the lightest cars at race weight are coming in around 2800 pounds on stock suspension with the floors. But, they're pop cans with nothing in them. Start by looking at everything that gets bolted in that you don't feel you need anymore.

The white car we have at the shop with the heavy turbo kit, heat, stereo, glass, etc. still in it is just a tick over 3400 pounds. Harlan's car last year weighed in the 3300 pound range (maybe 3350 or so) with his twin turbo kit. Stenod is finishing up another Firebird here with a single turbo and it should weigh pretty close to Kevin's give or take a few pounds here and there.

After that you get into some more complex stuff. I would suggest first looking at all the bolt on items you can. Brakes and seats are a huge savings by themselves. Then work your way down from there until your tolerance for a race car over a street car has been met. Or when your wallet goes dry.:-D

[STENOD]

Like derty said, depends how "gutted" you want the car. Some guys are making F-bodies pretty light after some strategic cutting and removing. If you don't need the stereo, pitch it, worth about 30-40lbs. Heat, A/C all that crap, un needed weight in a race car.

how light do you need to get the car?

Stenod