 |
This page is used by the governing body of National Hot Rod Racing to make
announcements to drivers, officials and the public.
You can contact the NHRPA for licence applications & other information, via the following methods:
email: NHRPA
Telephone: 0208 571 4165
(after 5.30pm weekdays)
(Int. 0044 208 571 4165)
Mobile: 07889 433651
(Int. 0044 7889 433651)
Facsimile: 0208 571 4165
Post: NHRPA, c/o 402 Convent Way
Southall, Middlesex UB2 5UW
This website is independent of all Oval Racing Promoters & the NHRPA,
but enjoys their endorsement & official recognition.
*NEW 25/02/08* 2008 NHRPA RULE AMENDMENTS
DOWNLOAD HERE
MS Word doc.
NHRPA ignition maps for all approved engines
DOWNLOAD HERE
Adobe Acrobat Reader required
2008 NHRPA racing licence application form
(for drivers who have previously held an NHRPA racing licence)
DOWNLOAD HERE
MS Word doc.
2008 NHRPA provisional racing licence application form
(for drivers who haven’t previously held an NHRPA racing licence)
DOWNLOAD PAGE ONE AND PAGE TWO HERE
MS Word doc.
2007/8 Rules and Regulations with effect from 01/01/07
DOWNLOAD HERE
Adobe Acrobat Reader required)
Amendment: NHR 28: Exception: On the Duratec 16-valve engine,
it is permitted to modify the timing chain tensioner
Added 23/08/07: Driver racing numbers
From 23/08/07, any driver who races without his own number on his car will be banned from racing for three months of the racing season
Added 09/06/06: Permitted Fuel Updated Rule
Download as a “Word” doc HERE
Added 06/06/06: Safety Harness
New rule: Effective date 17th June 2006
Shoulder straps must be 3 inches (76 mm) wide.
Lap straps can be 2 inches (50.8 mm) or 3 inches (76 mm) wide.
Crotch strap(s) vary in size. There is currently no regulation width.
This rule applies to all National Hot Rod drivers in England, Ireland and Northern Ireland.
Added 15/07/05: To all NHRPA drivers and Officials - July 2005
With the start of the 2005/6 National Hot Rod season fast approaching, the NHRPA has been considering what revisions may need to be made to the way National Hot Rod racing is run, particularly with regard to meeting formats.
Several problems have come to light in recent months, with regard to the way in which meetings are staged, the grids formed and the actual racing itself.
It would seem, despite the system having been in place for some years and, in the opinion of the officials at least, working well, that the system of grid formation using averages is still not fully understood by drivers, even some officials, and particularly, spectators.
Although it is our intention to maintain an average chart (there could be many circumstances under which it would still be useful to know what a driver's average points scoring ability is) we propose to discontinue this method of determining grid positions.
Another problem which has reared its head in recent times, concerns the sheer quality of the cars racing, and the apparent difficulty in overtaking which this has engendered. The recent rule changes, designed to both save money and ensure equal competition, have in some respects worked almost too well. Drivers are no longer able to use unlimited quantities of new tyres, no longer able to use tyre softener (if they were), or able to run huge quantities of inside weight. Assuming that all drivers are of similar levels of skill, and have comparable engines and chassis, the question must be asked: how exactly is anyone supposed to be able to overtake, let alone come through from the back of the grid consistently?
There is also the problem that many drivers feel that the racing has become too serious in all respects. The intense quest for world qualifying points has become something of a "treadmill", and in the opinion of the NHRPA, often leads to 'tactical' racing, where drivers will not take a risk to pass which they might otherwise have tried, because they are more concerned about losing places to cars following closely behind. Blatant blocking of passing attempts is also still far too common.
There is also the perennial problem of damage caused by situations in which drivers are unwilling to give even an inch of ground to a fellow competitor for the reasons stated above.
All of the foregoing has led to calls from various quarters for some revision - experimentation even - in the format of the racing. The NHRPA therefore proposes to address the situation as follows:
Whether the number of cars present warrants a two, three or even four heat format, the heats will be run with drawn reversed grids. These heat results will not determine grid positions for the final however. They will simply give a randomised grid order so that the "top drivers" are not permanently pitted against each other from flag to flag, in every race, week in, week out. They should theoretically be scattered throughout the field and everybody will have the chance to race everybody else at some point, in a "heads up" situation with a good deal less pressure on everyone involved. Points will be scored in the normal way towards the national points chart.
The final grid will be based on the national points order at the start of the meeting, lowest scorers off the front, with only drivers who are within the top 20 at the front, and the rest starting behind them. Those who are not in the top twenty will still have a good chance of moving into the top group by scoring points in the heats. The final will still only score the same number of points as the heats, as at present.
This system will have several advantages. It will be easier to understand for everyone. A driver will start the meeting already knowing what his grid position in the final will be. Any protests pending from the heats will have no effect on the final line up, even if unresolved by final time. Even if a driver has had a "bad" heat or heats, it will make no difference to him at final time, and should lead to less "desperate" driving. It will also make the climax to the meeting what Hot Rod racing has always been about - i.e. the fastest men coming through from the back, or at least, trying to.
Returning drivers of known ability will be seeded into the final grid as in the past. In other words, if Dave Longhurst for example, were to return to the formula next year, he would not be allowed to score runaway victories simply because he had few points and could theoretically start at the front.
Taken together, the NHRPA believes these changes should promote better racing, a better atmosphere both between fellow drivers and officials, a reduction in damage and ultimately, an increase in entries.
The NHRPA proposes, purely for the sake of standardisation, that these revisions shall apply in all three areas (England, RoI and NI).
Championships will still be run as normal, (World Final apart) with drawn reversed grids and the best aggregate scorer from the heats on pole for the final.
Although no changes are presently envisaged to the World Final format itself, we have considered the question, often posed in the past, as to why reserves are always drawn from the English World Series, and not say, Northern or Southern Ireland. It continues to be the opinion of the NHRPA that it is not only unfair to ask a driver to travel a very long distance on only the off-chance of getting into the race, but that the organisers could not guarantee that they would actually turn up, clearly an unacceptable situation when running an event of this size and stature. The English reserves are likely to be on hand in any case, as they are usually competing in the support races.
What has been determined however, is that as an experiment for the 05/06 season only, one further world qualifier will be allowed from Northern Ireland. This is intended as an incentive to see if it will attract more cars to race in their world series and if it does not have that effect, may not be repeated. As entries in NI have already effectively doubled since 04/05, things are clearly already going in the right direction.
Summary
Meetings will now consist of drawn reversed grid heats although the results will not determine the final grid. This will be started in points order, lowest at the front, and will be based on the national points order at the start of the meeting, lowest scorers off the front, with only drivers who are within the top 20 at the front, and the rest starting behind them. Points scored will be the same as at present in England, with no double points on the final.
Finally, on a slightly different tack, we also propose that when drivers present their tyres for scrutineering, it will be permitted to have five tyres marked for use at a meeting, providing that the extra one is a used tyre. This will save drivers having to panic about finding a scrutineer to approve a change of tyre during the meeting if they should suffer a puncture, and will also enable slightly more flexibility in making minor alterations to set-up.
Yours faithfully
Roy Eaton
Chairman, NHRPA
Back to HOME
10/03/05
The NHRPA have announced that with immediate effect tyres will be checked and monitored during race meetings for any inconsistencies in texture and adhesion on a random basis. Any actions taken in relation to this will be at the scrutineers discretion.
03 February 2005
Dear Drivers / Constructors
I would like to confirm the following amendments for the 2005 season. Certain items require different times for introduction and are shown in each item listed.
Right Side Percentage Weight: Introduction Date Immediate (i.e. before 13th March 2005, Wimbledon
The maximum right side weight will be 55.5%.
If you are checked and over the 55.5% but under 56% you will lose all points on the day and receive a final warning.
If you are found on a second occasion to be over 55.5% but under 56% you will not be permitted to race at any meetings until you have missed a World Qualifying Round (in your own series) and you will lose all points on the day.
Anyone over 56% on their first check will automatically not be permitted to race that day and at any meetings until they have missed a World Qualifying Round (in your own series). They will also lose all points on the day. If a driver is found over on a second occasion the penalty will automatically double.
NHR. 6 CHASSIS/SPACE FRAME
A full space frame is permitted and must comply with the roll cage specification. No part of the space frame can be less than 100mm (4”) from the contact area of the bumper. The space frame must continue forward and rearward past the axle centre lines.
A front subframe can be constructed in the engine compartment to take wishbone front suspension or MacPherson struts, minimum material thickness is 2mm.
No reinforcing is permitted for contact purposes.
Continuous ‘straight throughs’ are not permitted.
Front passenger compartment must not be boxed-in.
Cross bracing and suspension pick up points fitted to the cage can be made of any material and size.
ADD: Introduction Date - Effective immediately but see note below.
Front spaceframe members must be 38 X 2.0 mm minimum. The rear spaceframe members must be 38 X 1.5 mm minimum. The spaceframe must go a minimum of 254 mm (10") past the front and rear axle centre lines and not less than 102 mm (4") from the bumper contact area front and rear. The use of T45/Molychrome will not be permitted on main spaceframe. It may only be used on cross bracing and may be of any gauge. The minimum required front tubes will be 2 x 38 X 2.0 mm minimum either side of the engine block, four in total, going 254 mm (10") past the centre line with one cross member 1 X 38 X 2.0 mm minimum, joining two of the front tubes 254 mm (10") past the axle centre line. It will be the same for the rear with 2 x 38 X 1.5 mm minimum gauge tube – four in total plus one cross member; 1 X 38 X 2 mm minimum joining two of the rear tubes 254 mm (10") past the axle centre line..
IMPORTANT NOTE:
Any cars with less than 2.0 mm front and 1.5 mm rear spaceframe tube will have until January 2006 to rectify their spaceframe.
NHR. 15 ROLL CAGE. Existing Rule
ADD: Introduction Date June 2005.
The material specification for self built roll cage will be deleted. There will be one specification only.
Amendment to IX. a). If the roof panel is not steel, then a cross bar must be fitted centrally to the roof area, a minimum 38 mm X 2.5 mm, and must be not more than 152 mm (6") from a welded joint at the ‘A’ and ‘B’ pillars. The option of a single cross bar will be deleted.
ROD ENDS (Rose Joints): Introduction Date June 2005
If rod ends (rose joints) are used to connect suspension, they must be of a steel type only.
ENGINE & GEARBOX MOUNTS: Introduction Date June 2005
Must be constructed of steel
SUSPENSION: Introduction date - Effective 30th June 2005
All suspension arms and link arms must be steel
EXHAUST SILENCER: Introduction Date 1st January 2006, or may be used immediately.
Due to continuing Council and Environmental pressure the current silencer will have to be replaced with a longer version to reduce noise. The MS500 will be the new silencer. It has the same diameter inlet/outlet pipe as the current silencer, but is longer in body and more effective in reducing noise. Cost £40.00 + VAT.
FASTENERS FOR SPACEFRAME: Introduction Date June 2005
All fasteners used to retain the major components i.e. front and rear suspension, steering gear, engine and transmission, seat, pedals, fuel and oil tanks, radiator and batteries, must be steel.
IGNITION MODULES: Introduction Date 1st February 2005
All ignition modules must be dual sealed. They must have the original MBE seal, plus an NHRPA seal and both numbers must be registered in your log book. If you carry a spare box the same rule applies. Any driver that carries a spare box must give one to the NHRPA Director, Graham Brown, who will have the ignition map checked and returned to you. If you do not have two seals on your module you will lose all points and risk suspension. Please ask the Scrutineers to seal your box ASAP. As long as the Scrutineers have been informed, you may continue to race until they have sealed your units.
TIMING TRANSPONDER: Introduction Date Immediate
A timing transponder must be fitted between the two ‘B’ pillars and must have a direct line of sight to the track. The beam is projected at an angle, so the further you fit the transponder away from the floor the larger the hole will need to be. Transponders must be securely fitted and must have a permanent feed only being disabled by the master isolator. It would take a number of weeks to flatten a battery with the small current these units draw. You will be informed after practice if your module is not functioning, but following that, if your transponder is still not working then you may not be lap scored or be awarded any points.
TYRES Introduction Date Immediate
We have had talks with Hoosier who are very supportive of our two tyre per meeting ruling. They are concerned however about the demand at and before the Wimbledon meeting. Therefore, at Wimbledon and all future meetings you will be permitted to use only 4 tyres in total per meeting, two of which may be new. These tyres must be on the car when presented for scrutineering and will be marked. If a driver punctures or damages a tyre he must find the scrutineer designated with the job of marking the tyres. You may then only fit a used tyre in its place. You may use an alternative set for practice.
At the next meeting/round the same ruling will apply; four tyres, two of which may be new. They will be marked in a different way. Wet weather tyres are not required to be marked.
At the World Final and National weekend you will be permitted to use four new and four used tyres. All must be presented for marking at scrutineering.
TYRE MANAGEMENT Introduction Date Immediate
Tyre buffing is not permitted but the removal of debris and old rubber from the tyre with a hand held rasp or tyre glove is permitted.
NHR 5.1.a BODY PANELS: Existing Rule
Replacement of all body panels is permitted, provided that they retain the standard silhouette in side elevation, with the exception of spoilers. The silhouette of both front doors must be visible, and the door sills must not protrude into silhouette, but may be reduced in depth by 1/3rd of it’s original dimension, shape of replacement sill is free.
Add to this rule: Introduction Date June 2005
When original body panels are replaced they must be to the following specification and must be identical on each side, in material content and gauge.
Bonnet and Tailgate: Minimum 1 layer of fibre glass only. 450g material.
Doors and Roof: Minimum 1 layer of 100g Kevlar and 2 layers of 450g glass fibre.
All other body panels: Minimum 1 layer of 300g Kevlar and 2 layers of 450g glass fibre.
Drivers – please note that the NHRPA now have the equipment to measure material thickness.
Existing Rule NHR.5.1.c
Any replacement panel must resemble the same profile and style as the original fitting.
Add to this rule: Introduction Date Immediate
It is not permitted to put vents, scoops or holes in panels unless specific permission is set out within these rules. Cooling holes may be drilled on forward edge only of the front and rear wheel arches and front panel, below a line drawn through the centre of the front and rear hubs.
NHR2. TYPE OF CAR Existing Rule
Any new car or spaceframe to be introduced into the formula, must have permission of the NHRPA before it is built, and once ready to race, must be scrutineered at a meeting prior to the first meeting where it is intended to be raced.
LICENCES Existing Rule
A driver’s racing number will be kept for that driver until April of the new licensing year. The number may be allocated to another driver if not registered by this time.
NHR.13 GROUND CLEARANCE: Existing Rule
No part of the bodywork, including the front spoilers or bib (if fitted), may touch the ground when any tyre is deflated.
CHANGE TO: Introduction date: 28th March 2005
No part of the vehicle may touch the ground when any one tyre is deflated.
FUEL SPECIFICATION Introduction Date Immediate
* Olefins and Aromatics values are expressed as a percentage of total fuel
NHR.3. Important Prohibitions. Existing Rule
No fuel injection allowed.
No forced induction or nitrous oxide.
No traction control system(s).
No in-car adjusters other than bias braking.
No tyre softening
No Octane boosters or upper cylinder lubricants.
The car in which a driver is deemed to have attempted to start his first race of the meeting, is his nominated car for that meeting and no other car may be used.
ADD TO THIS RULE: Introduction Date Immediate
Any type of data logging equipment must not be functioning on the day(s) of racing.
Refusal to have your engine stripped, whenever requested, will result in an automatic one-year ban. There is no right to protest this ban.
Radio contact between driver and crew is not permitted.
Any rear axle which is not based upon a standard Ford English axle must be approved by the NHRPA before use.
Thank you for your co-operation. I apologise for the delay in forwarding this information to you.
If you need clarification on any of the above, please contact Roy on 01728 638489 or 07768 275054.
For Your Information: SPEDEWORTH OPEN PRACTICE NIGHTS:
Saturday, February 12th, 6 pm. and Saturday, March 5th, 6 pm. Ipswich
£25 per driver, bar & catering open, fully marshalled, open to all oval race cars. Track closes at 10.00pm
Yours sincerely
Roy Eaton
Chairman, NHRPA
Back to Home
from: The NHRPA, 18/11/04:
The date of the annual NHRPA drivers, constructors and engine builders meeting at the Queen Eleanor Hotel, Northampton, has changed from Wednesday 24th November to Tuesday 30th November 2004 at 7pm.
Back to HOME
From: The NHRPA, 12/11/03:
Please add to the site that the annual drivers/car constructors/engine builders meeting will be held at the Queen Eleanor, Northampton, on 20th November, 6pm start.
Back to HOME
From: The NHRPA, 18/08/03:
To: NHRPA Licenced Drivers:
2003/4 Rule Changes, Amendments & News:
As we are at the start of the 2003/2004 season, we are writing to update you of the changes that will affect your racing for the coming months. These only apply to the English World Qualifiers at the moment, unless stated otherwise.
As a result of the issues raised at the driver’s meeting at Ipswich on 21st June and the comments in the subsequent questionnaires, the following changes will take place from World Qualifier Round One, as a trial for the first 8 meetings:
Rounds, Grids and Points
· There will be the usual sixteen qualifying rounds. You will NOT be allowed to ‘drop’ any meetings at the end of the season. All sixteen rounds count towards your WQ points.
· The number of cars will be split into two-thirds instead of half, per heat. The grid will be formed in average order, highest average at the back. The World Champion and Points Leader will start at the back of their heats, regardless of their average. WQ points will be scored from 1st to 15th position as follows:
1st = 20 points
2nd = 18 points
3rd = 16 points
4th = 14 points
5th = 12 points
6th = 10 points
7th = 9 points
8th = 8 points
9th = 7 points
10th = 6 points
11th = 5 points
12th = 4 points
13th = 3 points
14th = 2 points
15th = 1 point.
· In addition, points will be scored to determine the grid for the meeting final, using the usual Carole Longhurst Points Chart, which is detailed in your rulebook.
· The Final grid will be formed by your finishing positions from the heats, with the highest scoring driver at the FRONT of the grid. The World Champion and Points Leader will be included in their points position, i.e. not obligated to start at the back of the grid. The WQ points scored will be the same as the points scored in the heats, again down to 15th position.
There will NO LONGER be 10 points for either starting or finishing the final. (This rule also applies to Ireland).
Timing Equipment
Ipswich and Hednesford are geared up for electronic timing and lap scoring. You must all purchase and use a transponder on your car. You will be invoiced at £155.00 + VAT for the transponder, which must be permanently fitted to your car. We recommend you fit it as follows:
· Fit securely to a permanent power supply.
· Fit as low as possible in the car, preferably with nothing blocking the transponder’s view of the track so that the ‘loop’ can read your transponder as you approach, pass over it and leave it.
This has worked well in Scotland for the past few months and fitment of the transponders as detailed will overcome many of the problems GMP have already encountered. Visiting drivers will be able to buy their own or ‘hire’ a transponder for International meetings in England at a cost of £25 per meeting. Any driver who still has a transponder fitted to his car since the World Final, and isn’t going to be racing regularly in England, must return it to Spedeworth International EA Ltd., Clayhill Barn, Dennington, Woodbridge, Suffolk, IP13 9JQ, otherwise, you will receive an invoice for it.
Contact
In reviewing National Hot Rods over Winter 2002, drivers were very concerned about the level of contact in racing and the inevitable bill that goes with it, for panel and other more serious damage. Stewarding was to get more strict, but did it? Even though it is you the drivers that actually drive the cars it is still the stewarding of the races that gets the blame for incidents on track. Drivers can do no wrong! The 75 lap National Championship at Hednesford was a classic example; didn’t really tax the lap scorers because so few cars finished! This race should have been like the World Final, where very little contact occurred and a high percentage of cars finished the race, but it was not to be, and once again the blame seemed to fall firmly at the feet of Incarace Race Director Paul Gerrard.
In the recent meeting to review plans for 2004, the NHRPA Directors discussed much tougher measures to curb the ridiculous level that contact seems to be at, and indeed the new grid system is part of that. In addition it was agreed that the Race Steward, which to be fair, a majority of the time is either Paul Gerrard or Chris Studd, should be ultra strict with penalties given for all contact that is seen.
Too many drivers defend themselves when penalised by either saying,
“it was unintentional” - Well the word unintentional should not come into it, because it is irrelevant, you did it, so accept the penalty.
“the driver cut in front of me” - This should not happen if the blue flags are obeyed.
“I was pushed” - Classic excuse - video evidence often proves that there were no cars near the culprit at the time!
The more important point of all of this is that if a penalty is given out, then the driver should accept the decision across the board, don’t protest, just accept it, get on with your racing, and all of this on the basis that probably, with swings and roundabouts, you will get away with far more than you’re are penalised for. Too many drivers protest decisions for the sake of it and all this does is discourage the Steward from making the original decision. This will not happen from now on, the Steward will make the decision, and trusting that the driver will accept that decision we are confident that the racing will be much cleaner and better for everyone.
Rule Changes
The following rules (which are now in force) will be added to, amended, or deleted from the next published Rulebook:
· Page 33 S.7. 1. Delete dates and change ‘The only tyre permitted is the Hoosier H10’ to ‘The only tyres permitted are the Hoosier H12 slick and H10 wet.’ Update prices to £87 + VAT for slicks and £95 + VAT for wets.
· Page 54 NHR.2 Add, ‘any new car to be introduced into the formula, must have the permission of the NHRPA before it is built, and once ready to race, must be scrutineered at a meeting prior to the first meeting where it is intended to be raced.’
· Page 65 1. A. Change of address/contact numbers for NHRPA Racing Director – should now read: 402 Convent Way, Southall, Middx, UB2 5UW.
Tel/fax. 020 8571 4165.
· Page 65 1. L. Add ‘A driver’s racing number will be kept for that driver until April of the new licensing year. The number may be allocated to another driver if not registered by this time.’
· Page 73 E. III. Change points scored table to correspond with above.
· Page 73 E. IV. Delete this entry.
· Page 75 8.1 g). Change ‘All penalty points are retained for 12 months’ to ‘As from 1st January 2003, all penalty points are retained for 15 meetings attended by the driver concerned.’
· Page 75 8.1 h). Change from ‘On the completion of the two-meeting ban’ to ‘On the completion of the two WQ meeting penalty.’ Also, change ‘he misses the following four meetings’ to ‘he receives a four WQ meeting penalty.’
· Page 77 11. J. Change from ‘usually of ten World Series events’ to ’10 meetings at which the driver would normally have raced.’
Amended National Hot Rod Grid System 09/04
From 30th August 2004, the English National Hot Rods grids will be formed as follows:
Heats will be lined up from the current averages with the highest average at the back.
The World Champion, if English, will always start at the back of the grid.
New or returning drivers (who do not have an average) will be seeded into the grid by the official NHRPA points keeper.
This is no different to the way you were lined-up last year.
World Qualifying points will still be awarded as usual – 20 points for 1st, 18 points for 2nd, down to 1 point for 15th place.
Final You will have to qualify for your position in the final.
The results from your heats will give you points as per the Carole Longhurst points chart to determine the 20 qualifiers for the final.
These 20 qualifiers will be lined up in reverse average order (highest at the back).
The remaining drivers will be deemed non-qualifiers and will line up in order of points received from the heats, (highest at the front), behind the qualifiers.
Again, any drivers who do not have an average will be seeded into the grid by the official NHRPA points keeper.
World Qualifying points will be awarded as usual, as above.
This system will be reviewed at the NHRPA’s discretion.
Please note: If the entry consists of too many cars for the size of the track, (e.g. 40 cars), the above system will be amended.
Details to follow.
If you need clarification on any of the above, please speak to Graham or Angie. - nhrpa@hotmail.com
NEW POINTS SYSTEM FOR 2005 SEASON - Ireland
In the absence of a confirmed entry list, we cannot be sure that all drivers listed will in fact race; if they do not, spaces should be left on the grid where necessary. Please note that any visiting drivers (e.g. from Northern Ireland) should start at the rear of the grid.
Any new drivers MUST start AT LEAST their first race at their first meeting from the rear of the grid. The steward of the meeting, having observed their apparent ability, shall decide if they may start at the front for the remaining races.
Please fax or e-mail a steward’s report, containing details of which cars raced, all results, stoppages and any penalties etc, as soon as possible after the meeting, to Angie Rowe and Graham Brown. Thank you.
The World Qualifying points system for Ireland has been brought into line with the English points system for the 2005 season, until further notice.
Heats and final will be scored as follows
1st = 20, 2nd = 18, 3rd = 16, 4th = 14, 5th = 12, 6th = 10, 7th = 9, 8th = 8, 9th = 7, 10th = 6, 11th = 5, 12th = 4, 13th = 3, 14th = 2, 15th = 1.
The 10 attendance points will still be awarded to all drivers who attempt to start a race.
Please advise all drivers of the above, before they start racing. Thanks – Graham & Angie.
Back to HOME
|
