doward

Greg posted today that PTE/TTE is staying for 2018. "Details in a few weeks"

So we might get more small adjustments, but no ST5/6 overhaul.

flier129

iTrader: (7)

I guess it's cool we'll know in somewhat of an advance, but man I was kind of excited for changes.

Arca_ex

iTrader: (2)

Awesome. I know there were people that held off on building cars or making changes/modifications because of the imminent rules changes, then they jerk everyone around like this and shove it off another year. What a joke. Going to keep racing with other orgs until they figure their **** out then.

emilio700

iTrader: (3)

That is truly a bummer

cabowabo

I guess as a first season TTE'er I'm the only one excited about a chance to finish my "build" and go record hunting next season. Going ahead and trying to get a more favorable TTE* reclass for my porker (2420lbs) vs the preapproved no star reclass. On the other hand, was excited for the TT# ruleset and getting to plan/test things out.

mweber

PTE*/TTE*
135whp at 2410lbs
136whp at 2430lbs

doward

nasaforums.com ? View topic - TTE/PTE & TTF/PTF 2018 Info

E and F to stay. Potentially with more small changes like previous year-year.

D going to ST5/TT5.

OGRacing

iTrader: (1)

true but it makes sense. TTE/PTE is one of NASA's strongest classes. smart of them to not mess with success. but... I am ready for the Power-to-weight to come down to the lower classes. I kinda got a lightweight, low power. high drag project going on right now that needs a class.

doward

4 is already OEM aero or take a hit, no tube framing(KMIATA)
5 will be even more strict. Good luck with a ghettocet.

OGRacing

iTrader: (1)

just getting the ghettocet to pass safety tech is going to be real work. I was really hoping to sneak it into whatever PTF/TTF turns into. what is that TT7/PT7? on any given weekend I'll have the fastest and the slowest Miata on track
I digress back on topic.

cabowabo

I haven't seen talk of a PT7/TT7. I think the idea was E/F become 6 and D/C become 5. In Texas region that won't even gain us (TTE) an extra entry for contingency as I've only seen one F car at one event all season

Are those actual numbers you've seen or are you just using the TTE* pre-approved reclass as a baseline (17.8)? Because that's in line with what I figured, something like 134whp at 2400lbs, which is same as those two figures.

doward

They seem legit, and MWeber would know, but they don't mean anything if they aren't in an email from Greg.

Mine were
130@2320 +18.3lbs/hp =
133@2375 +17.5lbs/hp =
135@2410 +20lbs/hp =
136@2430

Not a strong pattern there, but that's always been a complaint of the super secret reclass system.

mweber

Actual dyno reclasses. The ratio for a 1.8 Miata non-vvt for PTE*/TTE* is 17.84 (+ or - 0.01) for dyno reclasses (above 2200lbs). Once you go below 2200lbs the ratio changes.
134whp is 2390lbs.

cabowabo

I'm aware, hence why I already sent the request out. Good to know that's what it comes out as though.

Cool, thanks man. Just playing the waiting game now.

mweber

I think you need a new calculator because there is a pattern here.
2320/130 = 17.846
2375/133 = 17.857
2410/135 = 17.851
2430/136 = 17.867

Each 1hp is either 15lbs or 20lbs to get the ratio as close to 17.85. A VVT car follows the same pattern just add 15lbs.

doward

Right, each horsepower is either XXlbs or XXlbs. Thats the issue. Its 20lbs for the single horsepower from 135 to 136, but only 15lbs for other single horsepowers..

To move from one reclass to another means paying disproportionate amount for each additional horsepower. Why? So the stickers are prettier with all numbers ending in 5 or 0?

Why can't we just pay the 17.8lbs per horsepower?


Its dumb, and a minor thing, but it irks my OCD. Especially when I try to calculate on my own to plan a build without knowing all the variables

cabowabo

Greg gave me 136whp at 2430lbs. Now it's just a matter of making that power. I might (big might) have a free 99/00 SM cheater head on deck, but if not going to have to do some tinkering. Made just shy of 125whp on my street tune, so figure there's at least a few whp with dyno tune and RB header over my JR header. Trying to determine if exhintake cam is worth it (doesn't really look like it, inconclusive) and maybe deck the head .020 (or more) for compression bump. Whatever I do needs to keep the car in a state that stock ECU can clear codes for emissions though, so that limits what can be done despite having MS3. 99/00 head seems like the best starting point since NA8 head is bleh.

Arca_ex

iTrader: (2)

That's the same dyno reclass that I have. I'm making 133WHP.

Stock, original, unopened 1994 1.8l with ~120k miles.
Stock ignition + NGK wires and NGK iridiums.
RB Header
RB Test Pipe
RB Resonated Catback
Exhintake
Custom CAI
PS/AC Delete
ID1000 Injectors
E85
Walbro 190HP Fuel Pump
Adaptronic PnP + Dyno Tune

Would likely make the same power with NB purple injectors if you're interested in being able to pop the OEM ECU back in for emissions. The e85 was worth about +5% power.

doward

Or lose a bunch of weight. 6whp is worth 110lbs.

cabowabo

Not much weight to lose, keeping in mind this is a 59k original miles street car. I would love to add lightness, but it's just not happening without doing stuff I don't wanna do to the car. Full interior, A/C, etc aren't going any where. I already run without my passenger seat, so figure at most there's 20-30lbs between powersteering, race seat, xidas instead of konis and so on. The real answer is "buy a racecar."...it's in the works. This is what I have for now though, and honestly, would be that much more fun on the street with a little more umph assuming I can get there without doing anything too goofy. The Texas region records aren't soft, but I think attainable if I do things correctly. I'm 2.1 seconds off the record at TWS (2 minute lap) as the car sits on 225 RC1's and within 1.7 seconds at Cresson (1:25 lap) on 205 RC1's. Just gonna try and swing for the fence next year.