TC SK Mod wreck @ The New London-Waterford Speedbowl

Our Sidsview video is not yet finished, but one of the track photog's happened to catch a great sequence of the wild ride Ted Christopher took in his #13 SK Mod last night. I got a great video shot of the wreck that will be in the episode as it happened right in front of my filming location. Here are some pics.





You can actually see me filming it in the tower in the dark T-Shirt to the far left in the stand lol

[Matt Albee]

Everyone was okay i hope.
You know what those cars need, is 8" wide airplane tires. They just don't look right with wide slicks. LOL.

[Phil Jacques]

This was the trigger to a massive wreck. The ambulance (yes we have those ON SITE) was at his car within a matter of seconds tending to Ted, he was knocked out momentarily in the wreck and hurt his shoulder, but he got out and did not require a trip to the hospital. 2 other drivers received minor wrist injuries. Otherwise everyone was good.



You can't honestly tell me any mod in the world looks better than a northern mod... I'm not even really biased because I am a fender guy. But that 15" meat all the way around is just gnarly!

[Matt Albee]

I agree completely, but any Mod looks better with real race tires.

[OldSchool+]

counterpoint

Zero arguments on the looks dept.

Here are the only two counterpoints to be considered.

1) Clearly you need a couple of cars close in order for one to get airborne, but as a rule, if big rubber promotes strung out racing, boring is boring, for everybody involved.

2) If big rubber is expensive enough to reduce car count, 4 cool cars are not as good, net-net, as 16 cars on 8" tires.

[Phil Jacques]

These tires are M45 right and M30 left Hoosiers. $135 each... What does the 750R or F53 cost? Better yet... Sprint guys, I know you run the M30 or M45 at least on the right rear down there... What do you guys pay compared to our mod guys? Very curious of this now that OS brings up a cost point...

[Phil Jacques]

Zero arguments on the looks dept.

Here are the only two counterpoints to be considered.

1) Clearly you need a couple of cars close in order for one to get airborne, but as a rule, if big rubber promotes strung out racing, boring is boring, for everybody involved.

2) If big rubber is expensive enough to reduce car count, 4 cool cars are not as good, net-net, as 16 cars on 8" tires.

Oh and when you have an engine rules package that makes sense and keeps things under control both competitively and financially, modifieds on big rubber can run in packs and be competitive. Generally, unless you are really off, you do not see guys getting lapped even on the little 3/8 mile New London Waterford Speedbowl. Big tracks will ALWAYS amplify the smallest of horsepower advantages. Even with our stuff, no two engines are identical, but even at Thompson on Wednesday in the SK race, 2 of the 18 got lapped (that didn't get involved in a wreck), and the top 8 cars were in one pack battling together for the win.

[scottgarrity07]

These tires are M45 right and M30 left Hoosiers. $135 each... What does the 750R or F53 cost? Better yet... Sprint guys, I know you run the M30 or M45 at least on the right rear down there... What do you guys pay compared to our mod guys? Very curious of this now that OS brings up a cost point...

R750 are about $130 each with FL TX out the door. F53 I believe are a little cheaper. Those big meats are not practical to be mounted on the stock suspension that FL Mods run. Spindles would break in a heartbeat. The more I think about it a FL Mod is closer to a Sportsman than a Tour Mod in it's chassis design. The tube clips that some OWM's are allowed are just the Howe-type Camaro clip design here in F-L-A. There's a hell of a lot more to a Tour Mod that makes it more "badass" than a FL OWM. Pretty much everything a Super Late has built even lower and waaaay more offset.

[OldSchool+]

Still, Phil is making a good point.

I am generalizing here:

Our mods are essentially Sportsman cars (with cut down bodies and engine setback) with late model engines and costs.

NE SK mods are essentially late model chassis (components and engineering, with cut down bodies and engine setback) with Sportsman engines.

Which is cheapest, net-net? It may just be the SK jobs.

Which is the best show? I dunno, there are other factors in play, like NE $$ (sorry Phil), car count, motivated owners, short tracks with history, and so forth.

Nonetheless, an interesting discussion.

[Phil Jacques]

R750 are about $130 each with FL TX out the door. F53 I believe are a little cheaper. Those big meats are not practical to be mounted on the stock suspension that FL Mods run. Spindles would break in a heartbeat. The more I think about it a FL Mod is closer to a Sportsman than a Tour Mod in it's chassis design. The tube clips that some OWM's are allowed are just the Howe-type Camaro clip design here in F-L-A. There's a hell of a lot more to a Tour Mod that makes it more "badass" than a FL OWM. Pretty much everything a Super Late has built even lower and waaaay more offset.

That's why our mods should be the norm across the entire WORLD! lol

[OldSchool+]

Phil's modesty always makes me blush.

NOT!

[Phil Jacques]

You can build a turnkey SK mod up here with top of the line everything for probably about the same cost as one of your OWM mods, maybe a couple thousand cheaper. The two cars don't really compare. I think a FL car is an antiquated and out dated piece but both put on their own type of crazy intense racing WHEN you have a competitive field. You can actually beat and bang quite a bit with our mods. They are pretty resilient unless you plow them into a wall. From what I have seen the FL mods arent as much, but both make some crazy good races when you get a competitive field. In my experience though, and bias aside, just facts, our mods put on a better show due to the strict engine packages. It keeps costs fairly controlled in that department and levels the playing field. You could put a big honkin FL OWM mod motor in these cars and it would turn into a strung out snoozer. When you have a more level playing field engine wise it does make a bigger difference than most anything else in my eyes.

[OldSchool+]

The obvious question is...

Why are our engines so pricey?

The obvious answer is... the teams that can afford them like them, and lobby for them with the track operators. The track operators think "Why should I make the best guys in one of my best classes po'd and maybe not come back?".

The REAL answer is--How do you limit engine costs without making the cars look and sound...flat?

A confusing point for me (hep me out, here)...is why are the sportsman cars SO good and the e-mods were so bad, spectatin' wise?

[Phil Jacques]

The obvious question is...

Why are our engines so pricey?

The obvious answer is... the teams that can afford them like them.

The REAL answer is--How do you limit engine costs without making the cars look and sound...flat?

A confusing point for me (hep me out, here)...is why are the sportsman cars SO good and the e-mods were so bad, spectatin' wise?

In regards to the emods... I never saw them and know very little about them so I am not sure.

I think FL engines are so pricey cause the rules are rather lax. I have heard rumors that there are couple of guys possibly running old SB2 Cup engines... Those run up towards 16k turnkey... I can't even imagine how much to refresh it... But that's just too much.

I am curious... Have you ever heard an SK modified from here? They don't sound flat at all. I know they ran at New Smyrna for a few years but didn't know if you ever made it to a show.


This is going to make this post VERY long, but here are the SK engine rules here... They have a Built and Spec option. Last I asked, Built engines run close to $20-21k and Spec run $12-13k depending on builder. The Spec makes more power but requires a midseason refresh.

These Spec Engine rules are intended and designed to create a standardized rule package to reduce cost,
increase the level of competition, and to promote a better technical atmosphere by involving the engine
builders in the process of technical inspection. To help keep the full integrity of the Spec Engine program
intact, any published engine builder whose engine finishes in the top three may be involved in the tech
process. Please note that the following rules from the Built Motor Engine Specifications also apply to the
Spec Engine program: #38 (Carburetor) through #47 (Oil).

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9) Spec Engine: General Engine Requirements
The only approved engine for Spec use is the Chevrolet 350. All parts for the Spec Engine must
maintain manufacturers overall dimensions and weight. All Spec Engine parts must be installed as
supplied, with no machining or modification except where noted

10) Spec Engine: Detailed Engine Requirements
a) Approved part numbers are as follows:
i) GM BLOCK - 10066034, 3970010, 3970014, 14010207, 14010209, 14011064, 14016379 , the
DART SHP, or any pre-existing GM Bow-Tie block. ii) PISTONS- Wiseco Pro Tru-PT003H, JE SPR-
157076, Manley-59053 or 5915 043/043/3.0MM The ring package used (type and thickness)
must be the one designed for the piston used.
iii) RODS- Manley-14101-8, 14050R-8, or Crower Sports Rods- SP3205 iv)
OIL PAN – Any pre-approved aluminum pan or Canton 11-196.
v) VALVES- Manley Intake 11596 or 11864, Manley Exhaust 11543 or 11863 vi) CRANKScat
Cast or Steel - 9-350-3480-5700, Callies Comp Star Series, or Manley 190190. vii)
INTAKE- Edelbrock 7101
viii) HARMONIC BALANCER- ATI 917260 or 917320 or BHJ CH-IBF-6-C or Power Bond PB1012-
SS. ix) CARB SPACER- CANTON- 85-060, 85-060S & 85-065,
85-065S.

The maximum decking of the block is 9.00”. Angle milling of block deck is not permitted. Offset
dowel pins are not permitted. De-flashing, grinding, welding or painting of any internal area is
not permitted. Maximum overbore is .060". A maximum static compression ratio of 11.0 to 1 is
permitted.
11) Spec Engine: Pistons and Rods
a) Approved Parts: Wiseco Pro Tru -PT003H, JE SPR- 157076, or Manley-5915 piston must be used.
b) Manley-14104-8 or 14050R-8, or the Crower Sport Rod- SP3205 must be used.
c) The approved piston must retain all its manufactured dimensions and weight. The JE and Manley
pistons must maintain a 2.50” pin length. Wiseco pistons must maintain a 3.00” pin length.
Additional gas porting of any type is not permitted. All rings must be installed, working and of
magnetic steel. Stainless, z-gap, gapless, or Dykes type rings are not permitted. No portion of
piston may protrude above the top of the block. The minimum ring thickness permitted is as
follows:
Compression rings: .043"
Oil ring assembly: 3mm
d) Only magnetic steel non-coated piston pins maintaining a minimum diameter of .927” inch are
permitted. They must be contained by bushings only (no bearings of any type). Full floating pins
are permitted. Wrist pins may not be coated.
e) Piston pin holes must be in a fixed location in the piston and connecting rods.
f) Only two-piece insert style connecting rod bearings are permitted.
g) The approved rod must retain all of its manufactured dimensions and weight. Only normal engine
balancing and the use of after-market bolts and nuts are permitted. No de-burring, de-flashing,
polishing, grinding or lightening is permitted. Rod length must be 5.700”.
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h) Minimum weight for piston, pin, ring, bearing and rod assembly is 1185 grams.

12) Spec Engine: Oil Pan
Dry sumps, external oil pumps or tanks or accu-sump systems are not permitted. The Canton
#11196 steel pan or any pre-approved existing aluminum oil pan may be used. Oil coolers are
permitted. Only OEM in the pan magnetic steel type oil pumps are permitted. No pumps of any
type may be used in the evacuation systems.

13) Spec Engine: Heads
Dart part number 10024266 cylinder head casting must be used. The casting part number must be
purchased as completely produced by Dart, custom ordering of partial production/finishing is not
permitted. The Dart casting is produced with, and must maintain a 60cc combustion chamber, a
2.02” intake valve and a 1.60” exhaust valve. Machining the valve guide bosses for seals and
machining the gasket surfaces is permitted. The addition of screw-in studs, guide plates, valve
spring seats, valve seals, poly-locks or jam-nuts is permitted. Coolant lines are permitted on the
front/rear ends of the heads. Coolant lines are not permitted on the side of the head. Max Intake
port volume is 177cc. Max Exhaust port volume is 71cc. The Intake to pin measurement must be
no less than 6.000”.
The ports/runners, combustion chamber, the valve angle and location must remain as produced
by Dart, with no modifications of any type permitted. The exterior of the casting may be painted. A
maximum of two (2) intake mounting holes may have HeliCoils. Intake and exhaust mounting
holes may not be added or relocated. Holes must take standard dimension bolts. No other
machining or modifications of any kind are permitted.

14) Spec Engine: Valves
The Manley intake valve #11596 (111 grams), Manley intake valve #11864 (114 grams), Manley
exhaust valve #11543 (95 grams) or Manley exhaust valve #11863 (102 grams) must be used.
Valve stems must have a minimum diameter of 11/32 inch. Valve lifter weight is 85 grams
minimum. All parts must maintain production dimension and weight.

15) Spec Engine: Valve Job
When cutting the valve seat angles, no stone or grinding marks are permitted above the bottom of
the valve guide. All cutting in reference to the valve job must be centered off the centerline of the
valve guide. Competition style multi-angle valve job is permitted. The bowl area must pass the 360
degree “ball” check (the appropriate sized ball must not fall into the guide area when rolling
around on the valve stem). Intake is a .787” ball. Exhaust is a .531” ball. Surfaces and/or edges
where the cutter or stone has touched must not be polished. No hand grinding or polishing is
permitted on any part of the head.

16) Spec Engine: Valve Springs & Retainers
OEM Stock type magnetic steel retainers that weigh a minimum of 30 grams (retainer only) must
be used. Valve springs may be single or double springs, but must be parallel wound. Barrel
wound, conical wound springs, or beehive type springs are not permitted. Double springs must
have a diameter between 1.450” and 1.437”. Valve springs must have a height of 1.700” to 1.800”.
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Retainer locks must be magnetic steel, and must be Machine 7 degree, Super 7 degree, or 10degree
types only.

17) Spec Engine: Crankshaft
a) The Scat Cast or Steel Crank # 9-350-3480-5700, Callies Comp Star series crankshaft, or the
Manley #190190 may be used. The main and rod journal sizes are .020” under for the main and
.030” under for the rod journals. Stroke must be 3.480”.
b) Note: If you are currently converting an existing Sunoco Modified Engine over to the Sunoco
Modified Spec Engine, you may use your existing GM cast or forged steel crankshaft, and it must
weigh a minimum of 50 pounds and must be 3.480” to 3.495” in stroke. You must contact the
TSMP Technical Inspectors to notify them of your intent to run this pre-existing crankshaft. The
GM style crankshaft will be allowed until the conclusion of the 2014 season.
c) Small journal or Honda pin crankshafts are not permitted.
d) Machining or polishing of the crankshaft counterweights is not permitted. Normal standard engine
balancing is the only acceptable modification that can be performed on this component. No
painting or Teflon coating. No capping of the counterweight holes. Crankshafts must maintain the
manufacturer’s dimensions.
e) Minimum crankshaft weight is 45 lbs for the SCAT, Callies, or Manley crankshaft, and 50 lbs. for
the old style Sunoco Modified pre-existing crankshaft.
f) The Power Bond # PB1012-ss, ATI 917260 , 917320,or the BHJ CH-IBF-6-C harmonic balancer
must be used.
g) The only approved firing order for the Spec Engine is 1-8-4-3-6-5-7-2.

18) Spec Engine: Camshaft
15 or P55 cast core camshafts must be used (Billet steel cores are not permitted). The maximum
camshaft bearing journal size is 1.875" (475mm). Camshaft may not exceed .550” +/- .005” lift at
the valve with zero lash.

19) Spec Engine: Valve Lifters
a) An 842” diameter magnetic solid steel valve lifter must be used. Roller tappets, ceramic valve
lifters, tool steel solid lifters, mushroom valve lifters, and any type of mechanical assistance
exerting a force to assist in closing the valve and/or push rod commonly known as rev-kits are not
permitted.
b) Valve lifters can weigh no less than 85 grams.

20) Spec Engine: Rocker Arms
Aluminum or stainless stud mounted roller rocker arms are permitted. 7/16” studs may be used.
Steel 5/16” x .080” minimum wall push rods must be used. Chevrolet must run 1.5 ratio rockers.
Stud-girdles are permitted; aftermarket shaft rocker systems are not permitted. Comp rocker
1604 will be permitted.

21) Spec Engine: Intake Manifold
A second generation Edelbrock #7101 intake manifold must be used. There are no modifications
or alterations permitted to the intake manifold. No porting, polishing, acid dipping, deburring,
deflashing, abrasive cleaning, internal painting, milling, cutting, drilling holes, enlarging bolt holes,
matching of ports or welding. An SMS supplied intake manifold must fit your engine complete with
13
stock gaskets. All bolt holes must be in alignment and same size as stock. Coolant lines are only
approved from the water neck to the back side of heads. The maximum thickness allowed for the
Intake gasket is .064”.
Note: Thompson Speedway Officials reserve the right to swap competitors intake manifolds as
part of their routine post-race inspection process.

22) Spec Engine: Carburetor Spacer
The Canton part number 85-065, 85-060, 85-060S or the 85-065S (with a maximum height of 1")
may be used. One gasket per side, maximum gasket thickness of .075” permitted. The spacer may
be cut out to a maximum dimension area (port hole) of 2.150” x 3.750”. Additional openings for air
induction are not permitted. All spacers must be approved by Thompson Speedway Officials.

23) Spec Engine: Fuel Specifications
a) The only approved fuel is Sunoco Supreme.
b) Several testing procedures will be utilized to ensure that all racers use the approved fuel. Fuel
samples taken must exactly match all of the manufacturer’s printed specifications, or penalties
may result.
c) Icing or cooling of the fuel system is not permitted in the garage, pit or paddock areas.
d) Gasoline may be tested and certified at any event through the application of various chemical
analyses as considered appropriate by officials. Gasoline may be checked before, during and after
racing events.
e) Nothing may be placed in the fuel line except a standard fuel filter. The use of any type of fuel
catalyst or other fuel-altering device is prohibited.

24) Spec Engine: Engine Exhaust System
a) Sunoco Modified Spec Engine must use Flowrite Part Numbers:
Troyer #3025, C.D. #3035, SPAFCO #3055, RACEWORKS #3045
Or the Kooks Part Numbers:
Troyer #SMS1048, C.D. #SMS1438, SPAFCO #SMS1348, RACEWORKS #SMS1253
b) 180-degree headers, Tri-Y headers and Multi merge headers are not permitted.
c) The exhaust header flange must mount directly to the cylinder head with no spacers between the
flange and the cylinder head. A maximum header flange thickness of ˝ inch is permitted.
d) Inserts are not permitted in any part of the header or collector. Only one (1) collector allowed per
side.
e) Exhaust pipes must come out of engine at cowl and must extend a minimum of six (6) inches past
the cowl. Right exhaust pipe may run beneath the car, but must turn down and out toward the
bottom of the right side frame rail.
f) Kooks #R35-30-10 or #R35-35-10, or the Flowrite #FR-300 or #FR-3500 mufflers must be used.
The Muffler must be 3.5” on the inlet and outlet. Modifications to the 3” flange on the existing
14
mufflers to make them 3.5” will be permitted. Both muffler flanges must still be intact. Mufflers
must be removable for inspection.
25) Spec Engine: Engine Drive Train, Flywheel, and Clutch
The Quarter Master #298108 or #298158, 7-1/4” two disc V-Drive, with a 153 tooth steel OEM
type ring gear/flexplate that weighs a minimum of 4.1 pounds may be used in with the SK Spec
Engine. Optional stock type clutch rule: A Stock OEM dimension 153 tooth steel flywheel and 10”
steel clutch and pressure plate may be used. OEM type steel pressure plate and steel disc only.
Solid type disc only, no paddle or button type discs. Minimum diam.10" clutch and pressure plate.
Drilling or lightening of any part is not permitted. Steel bolts only. Flat surface machining allowed
only on the face of the flywheel, any cutting on the back side of the flywheel will deem the part
illegal. Spec Engine flywheels must weigh a minimum of 9 lbs (without bolts) and be one of the
following part numbers:
10,000 RPM # 1019-9.5
Magnus # MRPBF-95
Ram #851
Built Motor Specifications
26) Engine Requirements
a) Engine must be OEM cast iron V8 production block, or the Dart SHP Block. The maximum
compression ratio allowed will be 11.5 to 1. Any engine found to exceed the 11.5 to 1 compression
ratio limit will be deemed illegal. The only approved engine for GM is the Chevrolet 350, Ford is
the 351, and Mopar is the 360. No deflashing, grinding, welding or painting of any internal area.
Maximum overbore for is .030.” No block may have more than two (2) cylinder sleeves installed
and they must be made of cast iron material.
27) Pistons & Rods
a) Any flat-top three (3) ring round aluminum piston with three (3) rings in place is permitted. Valve
reliefs for valve clearance only may be cut into the pistons. No portion of the piston may protrude
above the top of the block. All three rings must be of flat magnetic steel. The minimum ring thickness
is as follows:
Compression Rings: 0.43 inches
Oil Ring Assembly: 3.0 mm
b) Only stock type steel rods will be permitted. All aftermarket connecting rods must be steel
sportsman rods with a steel pin. Only normal engine balancing, and the use of aftermarket nuts and
bolts are permitted. Billet connecting rods are not permitted. The minimum/maximum rod lengths
permitted are:
Minimum: 5.700
Maximum: 6.250
15
All connecting roads of an engine must be the same length.
c) Minimum weight for piston, pin, rings, bearing and rod assembly is 1075 grams.
28) Oil Pan
Dry sumps, external oil pumps, or tanks or accu-sump systems are not permitted. Evac system
pumps are not permitted. Windage trays will be allowed. Oil coolers are allowed outside the body.
Only OEM type in-the-pan oil pumps are permitted.
29) Cylinder Heads.
a) Only stock OEM cast iron cylinder heads will be permitted.
b) Approved Cylinder Heads
i) GM stock OEM steel 492 castings, the old style 461,the old style 462, or the DART part number
10024266 cylinder head. GM Angle plug, Bow-tie or Vortec heads are not permitted. Intake valve
must be 2.02" maximum diameter. Exhaust valve must be 1.60" maximum diameter. ii) Ford
Cleveland or Windsor must use Stock OEM steel heads of two-barrel design that came on a
passenger vehicle, with a maximum intake valve of 2.05” and exhaust valve of 1.66”. Ford
Windsor may use the cast iron “World Products Windsor, Jr.” cylinder head – part number
05303B. Intake valve must be 1.94” maximum. Exhaust valve must be 1.60” diameter. This is the
only approved aftermarket cylinder head.
iii) Mopar must use the stock OEM steel passenger car version of casting numbers 3418915,
4772576 or 448308 with a maximum 2.02” intake valve and a maximum 1.60” exhaust valve.
Chrysler may use part 318B with a maximum 2.02” intake valve and a maximum 1.60” exhaust
valve.
c) No W2 or TA heads allowed.
d) All cast lines and insignias must be clearly visible and complete.
e) The only modifications allowed will be the installation of valve guide sleeves and milling of the
gasket surfaces; however, angle milling, changing the angle of the head gasket surface in
relationship to the rest of the head, is not permitted. Additionally altering the position or angle of
the valve guide is not permitted. The addition of screw-in studs, guide plates, valve spring seats,
option valve seals, Poly-Locks, or jam-nut devises are permitted. The machining of valve guide
bosses allowed is for seals only. Coolant return lines are allowed to be placed on the ends of the
heads. The following head modifications are not permitted, including, but not limited to: port
matching, flow work, grinding, polishing, beading or chemical (acid) milling. No welding or
sectioning. No internal modifications of any kind, including painting or Teflon coating. No more
than two-intake mounting holes may have HeliCoils. Intake or exhaust manifold mounting holes
may not be added or relocated. Holes must take standard intake manifold bolts.
30) Valves
All valves must be identical in appearance and construction as an OEM type valve. No air
directional devices will be permitted on any of the valve surfaces. Valve stems must have a
minimum diameter of 11/32 inch. Stainless steel replacement valves are permitted. Hollow stem
valves are not allowed. Stainless steel replacement valves are permitted. Minimum valve weights
are 116 grams for the intake and 100 grams for the exhaust.
16
31) Valve Jobs
Three (3) angle valve jobs are permitted. When cutting the valve seat angles, no stone or grinding
marks are permitted above the bottom of the valve guide. All cutting in reference to the valve job
must be centered off the centerline of the valve guide. Upon completion of the valve job, the bowl
area under the valve seat down to the bottom of the valve guide must still be the same
configuration as far as shape and finish as it was from the manufacturer. Surfaces and/or edges
where the cutter or stone has touched must not be polished. No hand grinding or polishing is
permitted on any part of the head. Un-shrouding of valves is not permitted.
32) Valve Springs & Retainers
Any type steel valve springs allowed. Double springs are permitted. Steel valve spring retainers
only.
33) Crankshaft
a) Only stock production OEM crankshafts allowed. The main and rod journal size must be stock for
the block being used. Original bore and stroke combination must be maintained. The maximum
allowable stroke tolerance for GM and Ford will be +/- .015". Mopar will have +/- .005. Minimum
main journal size .020 under stock. Minimum rod journal size .030 under stock.
b) After-market crankshafts, knife-edge crankshafts, small journal crankshafts are not permitted.
c) No machining or polishing of the crankshaft counterweights allowed. Standard engine balancing is
the only acceptable modification that can be performed on this component. No painting or Teflon
coating. No drilling of rod journals.
d) Minimum crankshaft weights are GM engines 50 lb., Ford and Mopar 54 lb.
e) Fluid harmonic balancers will be permitted.
f) If you are currently using an existing Sunoco Modified engine crankshaft, you may use your
existing cast or forged steel crankshaft, however, you must contact the Thompson Speedway
Sunoco Modified Technical Inspector and notify them of your intentions.
34) Camshaft & Timing Chain
a) Only magnetic steel camshafts will be permitted. The maximum camshaft bearing journal size
must not be more than 1.870 inches (47.5mm).
b) Only standard production sleeve type cam bearings will be permitted and must be standard
diameter for the production block being used.
c) Camshafts must be driven in the same direction of rotation as the approved standard production
engine. The camshaft must maintain the same firing order as the NASCAR-approved production
engine. The approved firing orders using approved cylinder identification are as follows:
GM and Mopar 1-8-4-3-6-5-7-2
Ford 1-3-7-2-6-5-4-8
d) Camshafts must be driven in the same direction of rotation as the approved standard production
engine. The camshaft must maintain the same firing order as the NASCAR-approved production
engine. The approved firing orders using approved cylinder identification are as follows: The
manufacturer’s cylinder identification sequence is as follows:
17
GM and Mopar Ford
(Front) (Front)
1 2 5 1
3 4 6 2
5 6 7 3
7 8 8 4
e) Maximum lift at the valve with zero (0) lash is .550".
f) Any type chain will be permitted. Belt-drive and gear-drive systems will not be permitted.
g) If you are currently using an existing Sunoco Modified engine camshaft, you may use your existing
camshaft; however, you must contact the Thompson Speedway Sunoco Modified Technical
Inspector and notify them of your intentions.
35) Valve Lifter
Stock lifter diameter must be maintained. No roller, mushroom, oversize, convex, concave or
ceramic lifters. Only flat bottom magnetic steel straight barrel lifters of the same diameter and
length as stock.
GM Flat Tappet Lifter 0.842” x 1.88”.
Ford Flat Tappet Lifter 0.75” x 1.95”.
Chrysler Flat Tappet Lifter 0.904” x 1.79”.
36) Rocker Arms
Roller rocker arms permitted. Rockers must be independent and stud type for GM and Ford. Stud
girdles are permitted. Stock type shaft rocker system is allowed on Mopar only. Aftermarket shaft
rocker systems are not permitted.
37) Intake Manifold
Only the latest Edelbrock performer intake, with the Edelbrock-applied American Flag, allowed. The
part numbers are Chevrolet 2101, Ford 2181, and Chrysler 2176. The intake must remain per
manufacturer’s spec out of the box. No alterations will be permitted. Older intakes with outdated
part numbers are not permitted. Track supplied intake must fit your engine.
38) Carburetor
a) Holley two-barrel model #4412 carburetor must be used. The body, base plate, metering block,
and bowl must be a standard Holley 4412 part. HP parts are not permitted. Carburetors and/or
carburetor components machined from billet materials are not permitted.
b) OEM type gaskets, jets and power valve must be used.
c) The diameter of every hole in the carburetor must pass the standard NASCAR/Thompson
Speedway pin and tooling gauges as part of our routine inspection process.
d) The only changes that will be allowed are as follows:
i) The choke plate and shaft may be removed, but must be permanently sealed.
ii) Throttle plate screws may be trimmed flush with the shaft.
e) Body of carburetor and metering block: No polishing, grinding or reshaping of any part. Drilling of
additional holes or plugging holes is not permitted.
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f) Choke horn may not be removed.
g) Boosters may not be changed. Size or shape must not be altered. Height must remain standard.
h) Venturi area must not be altered in any manner. Casting ring must not be removed.
i) Alterations to allow additional air to be picked up below the opening of the venturi such as altered
gaskets, base plates, and drilling holes into the carburetor will not be permitted.
j) Base plate must not be altered in shape or size.
k) The stock Holley 4412 or Stainless Steel Holly part #346 butterflies must be used. They may not be
thinned or tapered. The Butterflies must remain as manufactured, and must maintain the Holley
production tolerance thickness of .0438” to .0398”. Idle holes may be drilled in butterflies. Screw
ends may be cut even with the shaft but screw heads must remain standard.
l) Throttle shaft must remain standard and must not be thinned or cut in any manner.
39) Carburetor Spacer
Only Moroso part #64966 spacer is permitted. A spacer must be installed per manufacturer’s
specs – unaltered. Only one (1) 0.75” maximum gasket per side of spacer allowed.
40) Carburetor Air Filter
a) Only a round dry type paper air filter element maintaining a minimum 12 inches and maximum 14
inches diameter will be permitted. The air filter element must maintain a minimum of one and one
half (1˝) inches, maximum five (5) inches in height. All air must be filtered through the element.
b) Only a round metal filter housing will be permitted. The top and bottom of the air filter housing
must be solid with no holes. A maximum of one (1) inch lip will be permitted from the air filter
element to the outer edge of the air filter housing top and bottom. The air filter housing carburetor
mounting ring must have only one (1) round hole a minimum of five (5) inches in diameter. It is
permissible to attach a shield to the front area of the air filter housing up to a maximum of one half
of the air filter circumference. The shield must not be higher than the height of the air filter
element. The air filter housing metal top and bottom must be of the same diameter. The air filter
housing must be centered side to side and set level on the carburetor. No air induction, ducts,
baffles, tubes, funnels or anything else which may control the air entering inside of, or between the
air filter and carburetor. No plastic air filter housings or parts.
c) The bottom of the air filter element must measure within one (1) inch of the carburetor’s top
flange. A spacer may be used between the carburetor and the air cleaner so long as the one (1)
inch specification is not exceeded.
d) No portion of the hood may be higher than the bottom of the air cleaner.
41) Ignition System
a) An OEM type HEI distributor must be used. The distributor must have a stock-type housing, must
be equipped with an OEM style magnetic pickup, module, or circuit board, be gear driven, and be
mounted in the stock location. Billett distributor housings are permitted. Single or dual point
camshaft driven distributors are permitted.
b) Only one ignition coil is permitted and must be mounted on engine side of the firewall.
c) Electronic firing module amplifier box is not permitted.
d) Computerized, multi-coil, dual electronic firing module box or crank trigger systems are not
permitted.
e) Magnetos are not permitted.
f) Adjustable timing controls are not permitted.
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g) Retard or ignition delay devices are not permitted.
h) Only MSD # 8728 External RPM limiter with the violet wire cut back flush to the unit’s housing,
with the green and the white wires run directly to the coil negative, mounted on the engine side of
the firewall in plain view, will be permitted (if used.)
i) Accessories to regulate the power supply are not permitted.
j) The tachometer wire must run from the distributor to the tachometer along the #8 dash bar
separate from any other wires and in unobstructed view for inspection. The tachometer wire must
be isolated from any other wires, connection or devices. The entire length of the tachometer wire
must be visible from distributor to gauge.
k) The Vacuum advance unit may be replaced with a manual non-electronic timing adjuster that does
not extend more than two inches beyond the distributor housing.
42) Alternator
A functioning 12-volt single alternator system is optional.
43) Starter
Only a stock type starter is permitted. It must be in stock position and operative at all times.
44) Battery
A 12-volt Gel or Glass Mat type battery with a minimum weight of 17 lbs. is mandatory in 2015.
The battery must be located between the frame rails under the hood or the floor of the car. If
located under the floor, the battery must be completely encased; if located under the hood the
battery must have a suitable cover. The battery must not be forward of the radiator or rear of the
rear end housing of the car. The battery location must be acceptable to TSMP Officials.
45) Engine Cooling System
Only water or Water Wetter-type additives may be used in the cooling systems. No antifreeze
allowed.
46) Water Pump
A steel or aluminum, OEM-type mechanical pump must be used. Modifications of stock impellers
are not permitted. Any serpentine, cog or V-belt pulley system is permitted.
47) Engine Oil Specifications
Combustion enhancing oils or additives are not permitted.
48) Exhaust Pipes/Headers/Mufflers
a) Headers are permitted. Headers must be commercially manufactured.
b) 180-degree headers, Tri-Y headers and Multi merge headers are not permitted.
c) The exhaust header flange must mount directly to the cylinder head with no spacers between the
flange and the cylinder head. A maximum header flange thickness of ˝" is permitted.
d) Inserts are not permitted in any part of the header or collector. Only one collector allowed per
side. Crossover and pyramid type collectors are not permitted.
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e) Exhaust pipes must come out of engine at cowl and must extend a minimum of 6" rearward past
the cowl. Right exhaust pipe may run beneath the car, but must turn down and out toward the
bottom of the right side frame rail.
f) Mufflers are mandatory. Unaltered LOBAK # RCM 30-12-30 or LOBAK # 35-12-35 mufflers are
required at all times. Modifications or repairs of any type are not permitted on the muffler. Both
muffler flanges must be intact. Mufflers must be removable for inspection.
g) Thermal wrap is not permitted anywhere on exhaust system.
h) Only one muffler and exhaust pipe allowed per side. Exhaust pipe ends must be turned down to
track.
i) Exhaust system subject to approval by Thompson Speedway Motorsports Park Officials.
j) Interior coatings are permitted.
k) Race teams are responsible for the condition of their mufflers. Mufflers found to have deteriorated
baffles due to rust/rot will be treated the same as if they were modified. Your mufflers must be in
good condition and have complete baffles.
l) Note: Spec engine competitors, please see spec engine rules above on exhaust pipes.
m) Kooks #R35-30-10 or #R35-35-10, or the Flowrite #FR-3500 mufflers may be used. The Muffler
must be 3.5” on the inlet and outlet. Modifications to the 3” flange on the existing mufflers to make
them 3.5” will be permitted. Both muffler flanges must still be intact. Mufflers must be removable
for inspection.

[OldSchool+]

"Built engines run close to $20-21k and Spec run $12-13k "--PJ

Well, hell, Phil, that ain't cheaper...

"You can build a turnkey SK mod up here with top of the line everything for probably about the same cost as one of your OWM mods, maybe a couple thousand cheaper."--Philmore

How does that work, exactly?