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PostPosted: Wed Nov 29, 2017 5:17 pm 
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11/29/2017—NASA 2018 Super Touring 5 Rules Released!

NASA is proud to announce that the new Super Touring 5 class is ready to roll out for 2018! The 2018 ST5 Rules will be posted in the next few hours on the NASA Rules page. https://www.nasaproracing.com/rules

As in past years, NASA Time Trial classing will mirror classing of the Super Touring and Performance Touring series, so TT drivers can use these rules for purposes of 2018 TT classing as well.

The new ST5 class will be taking the place of the Performance Touring C class (PTC) this season, with a transition of the Performance Touring D class into ST5 as well in the future. Because of the disparity between the rules for the new ST5 class and the ST1-ST4 classes, it was decided to separate these rules into an entirely different rules file. While still written in an open modification format, these rules are more restrictive than the higher level ST classes, and there are more Modification Factors (some of which have transitioned over from the PT classes) that should serve to even the field at a lower cost to the competitors than in the higher level classes. While the limit of Adjusted Wt/HP Ratio is 14.00:1, competitors will see that there are significant differences between the higher level class rules, and that a direct comparison between the 14.00:1 in ST5 versus the 12.00:1 in ST4 would not be valid.

As in the ST1-4 rules, there is now a rule (that didn’t exist in PT) that allows for reinforcement of suspension mounting locations for strengthening purposes only. Competitors will immediately notice that the entire system of tire sizing has changed to the “NASA Section Width” measurement, and that not only are there no longer Modification Factors for tire size in this class, but that tire size is limited based on the vehicle competition weight. NASA has developed its own method of measuring tire width, called the NASA Section Width measurement, along with measurement tools that will be available in every region and templates for those tools in a .pdf file on the NASA Rules page. We have added a Modification Factor for UTQG Treadwear 200 or greater tires as well.

The new method of calculating the Average Horsepower (Avg HP), while a little more complicated, should provide a better approximation of the horsepower available over a range of usable RPM. As in the past, if a competitor does not want to do any of these calculations, the Maximum Horsepower can always be used to calculate the Adjusted Wt/HP Ratio instead! The improved method has more data points to be evaluated with a switch from looking at the HP in 500 rpm increments to 250 rpm increments. As well, the number of data points used for the actual calculation will depend on the engine’s rpm redline. Larger, lower revving engines will use less data points, and the smaller engines that rev higher will use more data points giving them a measurement of a wider rpm power band.

Changes to the weight tables, new Modification Factors for Suspension, such as the “Upper “A-arm” or “wishbone” type control arms” Mod Factor, and the Drivetrain Modification Factor for “Rear-Mid or Rear engine layout” will all serve to take the place of the vehicle base class table in the Performance Touring rules. There is a Modification Factor for Front Splitter as the progression of decreasing Aero modifications continues down the series classes.

As with any new class, we hope for perfect rules that serve the competitors, but we remain realistic and ready to make minor adjustments as needed. Your constructive input on the NASA Forums or via your regional series leaders is always welcome.

Have a great 2018 season, and we will see you at COTA in September for the once again unified NASA National Championships!

Greg Greenbaum, M.D.
NASA National ST/PT/TT Director

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PostPosted: Wed Nov 29, 2017 7:36 pm 
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The rules are posted.

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PostPosted: Wed Nov 29, 2017 8:50 pm 
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Is this class an option to run in for the any events remaining in 2017?

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PostPosted: Wed Nov 29, 2017 10:09 pm 
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BlueTeg wrote:
Is this class an option to run in for the any events remaining in 2017?

No, officially these rules don't take effect until the 2018 season starts. (Unless you let me drive your car at AMP on 12-9. :lol: -----Just kidding)

You can talk to Tage and see if there is anything you or a group can do as a "fun run". Or there is always the option of running in SU with a group of drivers who all agree to abide by these rules (just can't be held to them in Tech).

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PostPosted: Wed Nov 29, 2017 10:21 pm 
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All the rules seem really spot on and I think will make for a competitive field. Great work!

The only rule that sticks out to me is .7 for double wishbone suspension which seems a bit excessive. Could you elaborate a little on how you guys reached that number?


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PostPosted: Wed Nov 29, 2017 10:38 pm 
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I agree. I really like the spirit of these rules and the direction. Tire measurement is a great idea. I also have to wonder, however, about the .7 double wishbone mod factor....seems very high. Thank you for your hard work on these new rules.

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PostPosted: Wed Nov 29, 2017 10:50 pm 
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Remember, we have been Dyno Re-classing these cars for over 10 years, using our NASA magic, and if you look at the PT Base Class table, you will see that this is also built in.
We are going to start conservative, as we can always decrease the assessment in the future if we find it appropriate.

But, think of it this way, if you have a lightweight vehicle, is it not worth 110 lbs of ballast (or 7 hp) to have an A-arm suspension design over a strut or trailing arm design? Similarly, for a heavy car at about 3400 lbs, wouldn't you rather have the much better engineered and designed suspension than to remove 160 lbs (or 11 hp) from the vehicle? If the answer is no, you haven't driven a car that has power that is absolutely unusable because of inherently flawed suspension design, as you watch Miatas and S2000's at full throttle sticking around corners.

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PostPosted: Wed Nov 29, 2017 11:31 pm 
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Greg G. wrote:
Remember, we have been Dyno Re-classing these cars for over 10 years, using our NASA magic, and if you look at the PT Base Class table, you will see that this is also built in.
We are going to start conservative, as we can always decrease the assessment in the future if we find it appropriate.

But, think of it this way, if you have a lightweight vehicle, is it not worth 110 lbs of ballast (or 7 hp) to have an A-arm suspension design over a strut or trailing arm design? Similarly, for a heavy car at about 3400 lbs, wouldn't you rather have the much better engineered and designed suspension than to remove 160 lbs (or 11 hp) from the vehicle? If the answer is no, you haven't driven a car that has power that is absolutely unusable because of inherently flawed suspension design, as you watch Miatas and S2000's at full throttle sticking around corners.


Good point!

Are differential gearing and LSD modifications unlimited?


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PostPosted: Thu Nov 30, 2017 5:10 am 
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great job with the new rule set.

Greg G. wrote:
you haven't driven a car that has power that is absolutely unusable because of inherently flawed suspension design, as you watch Miatas and S2000's at full throttle sticking around corners.


so much of this.

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PostPosted: Thu Nov 30, 2017 5:31 am 
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alwaysinboost wrote:
so much of this.


Granted, full throttle in a Miata or s2000 isn't exactly much :lol:

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