NHRA Competition Eliminator.

A bit off the BBF subject we all love and admire, although I must ask, does anyone know of a current, competitive NHRA Super Modified entry using a Ford body and/or engine? If so, can the details be posted?

Thanks in advance,
Dave.

Mr. Dave , what about the car that was sponsored by innovators west back in 2007/2008 it competed in A/A it was a 94 ford mustang with a 707 Kaase BBF ...... i will try and find a pic

which used to be Brad Waddles old car and know he has a new body mustang also sponsored by innovators west and competes in A/A

never mind you are looking for a SM car ...not a Comp Eliminator car

i also found some reading on "Super Modified" from the early 70's
http://www.competitionplus.com/12_17_2003/remember_supermod.html

very cool class .......

SUPER MODIFIED
Reserved for 1967 or later North American manufactured 2 door
sedan or hardtop passenger cars of which 500 units must have
been built and show room available with the same basic block that
was originally available with the type of body used. Wheelbase
103 inches or more. Body, engine, drive train, chassis, etc., may
not be altered, modified or relocated, except as outlined in Class
Requirements. Push starts or tow cars not permitted.
Three classes of competition, non-supercharged. Class is determined
by total car weight divided by total cubic inches engine
displacement. Minimum weight in A = 3,350 pounds, B & C =
3,000 pounds.
DESIGNATION:A/SM, B/SM and C/SM, preceded by car number.
Class A - 8.50 or more Ibs. per cubic inch, for big block wedge
or canted valve engines.
Class B - 9.50 to 10.49 Ibs. per cubic inch, for small block
wedge or canted valve engines under 366 cubic inches
original production.
Class C - 10.50 or more Ibs. per cubic inch, for small block
wedge or canted valve engines under 366 cubic inches
original production.
CLASS REQUIREMENTS
BALLAST: A maximum of 100 pounds will be allowed but only in
the NHRA 'accepted' weight box. See Safety Regulations, Ballast.
BATTERY: Trunk installation permitted. Two allowed: maximum
weight wet and fully charged, including battery box: 100 pounds.
BODY: Must have a 2 door sedan or hardtop passenger car body
originally produced by a North American automobile manufacturer.
Customizing is restricted to· paint only. Body must not be altered
in height, width, length or contour. The use of fiberglass - other
than original production for car body used - is restricted to the

hood. See Hood. Any other lightweight component is prohibited.
All cars must have fully operative mechanical door handles to permit
entry/exit from either side. Raising body and/or frame to gain
weight transfer prohibited. Car must remain level at a standstill
when equipped with competition rear tires, except those which have
a forward rake, an acceptable modification. Rear rocker panel must
not be higher than the centerline of the rear axle. Removal of
body parts, fender panels or bracing is not permitted. All body
panels must be stock, acid dipping or other lightening is not
allowed.
BRAKES: Must be equipped with stock production four-wheel hydraulic
brake system installed at the factory. A heavier rear-end
housing may be used complete with brakes for that application.
BUMPERS: Complete stock bumpers, guards and braces both front
and rear are required.
CARBURETOR: Limited to one 4-barrel American automobile carburetor
of 850 CFM in A class. B & C classes are restricted to 750
CFM rated capacity as accepted by NHRA. No internal or external
machine work allowed except float bowl modifications. Choke plate
and linkage may be removed.
CYLINDER HEADS: Production line installed wedge or incline valve
heads only, ports may be matched to intake manifold but must not
exceed 1fz inch depth. Sandblasting, bead blasting, porting, polishing,
welding and exhaust port plates prohibited. Over-size valves
may be used, but stem size and valve guide location must remain
stock. Valve seat area may be opened or machined for larger
valves but not to exceed 1 inch in depth from bottom of valve
seat. Combustion chamber modifications acceptable. Heads may be
ground for larger push rods.
DRIVELlNE: May be modified or fabricated to fit altered units. See
Safety Regulations, Drivelines.
DRIVER: Must be in stock location. Revision of seat location prohibited.
ENGINE: The basic block must have been available in the type of
body used. Displacement unlimited in Class A, limited to 366 cubic
inches original production in B & C. Engine set back or raising
engine prohibited. Any internal engine modifications allowed. See
Cylinder Heads. Dry sump oiling systems not permitted.
EXHAUSTSYSTEM: Open exhaust with headers, permitted. Tailpipes
and/or mufflers optional. Outlets for open exhausts cannot exceed
4 inches in diameter.
FENDERS: Front and rear fenders may be opened for larger tires.
All parts of the tire tread and wheel rim must be inside the stock
body or fender lines. Flaring or bulging fenders for wider tires is
prohibited. All opened or radiused fenders must be re-rolled.
FENDERSPLASH PANS: Must be retained, cannot be removed, but
can be trimmed to allow a maximum of 2 inches clearance around
headers. Shock or spring towers may not be altered.
FIREWALL: Must remain stock, no alterations of any type permitted.
flOORBOARDS: .Stock with exception of shifter installation. Removable
floor for transmission installation restricted to 6 square feet

made of steel identical to area removed. We recommend cutting
floor from another car to replace area cut out.
FLOOR: Stock floor required. The area from the front shackle of
the rear spring to the rear of the trunk may be sectioned in width
to allow narrowing of rear frame. Cutting into stock floor for suspension
members not allowed. Any protrusion in the trunk may
not be higher than the top of the stock frame rail. Cover must
be made of materials of 14 to 20 gauge. No thinner than 20 gauge
and no thicker than 14 gauge.
FLYWHEEL/CLUTCH: Use of stock type, cast iron flywheels and/or
pressure plates , prohibited. Explosion·resistant units required.
FIlYWHEELSHIELD: SEMA 6-1 flywheel shield required on all stick
shift transmissions. Minimum requirement for automatic transmissions
is an accepted flexible blanket shield. See Safety Regulations,
Flywheel Shields.
FRAME: Must be stock automobile frame for car body used. Properly
reinforced stepped stock frame accepted. Rear frame may be
moderately moved in for tire clearance. Rear sub-frame may be
constructed of 2" X 3" rectangular material with .120" wall thickness
and must be installed at the original height location. Cross
members may not be altered or relocated except as required for
transmission swaps, shock absorbers and traction bar installation.
Front-to-rear frame strengthening members may be added to any
unibody constructed car, they may be up to 2" X 3" material with
.120" maximum wall thickness located in a straight line between
front and rear sub frames. If material passes thru floor, the floor
must be welded to' the member leaving no holes in the floor.
FUEL SYSTEM: Original stock-type fuel tank mounted in stock location
must be used. The use of a fuel cell is acceptable, 15 gallon
maximum. Electric fuel pump may be used. If filler neck is relocated
into the trunk the tank must have a pressure cap and tank
must be vented to the outside of the body. Trunks must then be
completely isolated from the driver and passenger compartment
with a suitable firewall of flameproof material. Tank may be
notched or sectional for suspension clearance. Fuel blocks accepted.
See Safety Regulations, Fuel Systems.
GRILLE: Grilles must be stock production for body used.
HELMET: Required. See Safety Regulations, Helmets & Goggles.
HOOD: Required. Fiberglass hoods may be used. Carburetor must
be completely covered by hood, a bubble, or a scoop which must
be a part of the car's hood. Hood latches, hinges, springs and
brackets may be removed. A maximum of a 5 inch hood scoop
with one opening may be used. Tilt or removable front end not
permitted.
INSTRUMENTS: Stock dashboard, including instruments must be
retained, Optional instruments (tachometer, pressure gauges, etc.)
are permitted.
MANIFOLD: A single 4 bbl. manifold produced by a recognized
manufacturer in a quantity of at least 100 and accepted by NHRA

must be used. Cast iron or cast aluminum alloy must be used.
No external modifications permitted except adding spacers for
carburetor or machining top of manifold to lower carburetor.
RADIATOR: Full size stock radiator required for type of body used,
with stock water pump for type of engine used.
ROLL BAR or ROLL CAGE: Mandatory in all cars. See Safety Regulations,
Roll Bar or Roll cage.
REAR END: Must use stock type rear end. Ratchet type (limited
slip) or locked rear ends accepted. Quick-change rear ends not
permitted. No welded spiders allowed. Four-wheel drive cars not
permitted, The use o,f two speed rear ends is not allowed.
SAFETY BELTS: Required. See Safety Regulations, Safety Belts.
SPOILERS: Must be automotive production items for car body used.
Complete package, front and rear, not required.
STREET EQUIPMENT: Horn, windshield wiper assembly, charging
system, sway bar, emergency brake, heater and wiring harness may
be removed. It is suggested the lighting system be operational.
SUSPENSION: Must retain complete stock front suspension system
as produced by the manufacturer on the assembly line for the body
used. Front suspension, body and frame must be of the same
year, make and model. Rear suspension must be same type as
factory produced. Leaf springs on leaf spring equipped cars, coil
springs on coil spring equipped cars. Must use stock type mounting
methods including rear spring shackles on leaf spring equipped
cars. In addition to stock suspension a pivot below the rear axle
housing will be acceptable. Chopping and/or machining of any
chassis or suspension component is prohibited, At least one shock
absorber must be used for each wheel. Rear shocks and springs
may be moved in-board for tire clearance. Coil over shock units
not allowed. Minimum travel on shock absorber: 1 inch. All lift
kits must be identified with "Meets SEMA Specs 9-1". Suspension
components, including traction bars, may not extend through the
original floor of the car. The interior floor must remain as originally
produced as to contour and material.
TIRES: Rear tires are limited to 101/2 inches wide x 30 inches
diameter when new. Accepted tire sizes will be listed in National
Dragster, Inner wheel wells may be altered but must be completely
finished as originally produced. See Fenders and Wheels for restrictions.
TRACTION BARS: Traction bars or similar devices used to transmit
real axle torque to the frame, thus preventing violent rearspring
wind-up under acceleration or deceleration, are considered
safety equipment and are therefore highly recommended. However,
units must not be longer in overall length than one-half
the wheelbase of the car. Traction bars and/or mounting brackets
to the rear axle housing must not be lower than the lowest edge
of the rear wheel rim. The use of wheelie bars is not acceptable.
TRANSMISSION: A clutch must be needed to shift all gears in a
conventional stick-shift manner. Any aftermarket conventional clutch
operated 4 speed is acceptable. Automatic transmissions may be

clutch assisted. Must have a reverse gear. Overdrive units are
not allowed.
UPHOLSTERY: Full interior trim must be retained according to
factory specifications. Must run stock front seatts), rear seat
optional if area is upholstered and a roll bar installed.
WEIGHT: Any item added to car as a safety device must be for that
specific purpose. Disguised ballast is not permitted.
WEIGHT DISTRIBUTION: Not more than 50% of the total weight
of the vehicle - with driver - may be on the rear wheels.
WHEELBASE:All cars must retain stock Wheelbase and tread width
for car body used. Minimum wheelbase: 103 inches. May have no
more than 1 inch variation in wheelbase from one side of the car
to the other.
WHEELWELLS,Rear: Internal modifications only. Flaring or spreading
of external fender lines is prohibited. Minimum wheel diameter
14 inches, unless original factory equipped with smaller units.
If internal wheel wells are modified the outside of tire tread must
be within 2 inches of fender. Any material used to add to the width
of the inner wheel wells must be o·f the same material and thickness
as original.
WINDSHiElD/WINDOWS: All windows, wlndshields and backlite must
be clear except for factory tinted safety glass and in good condition.
Windows must be closed during competition, need not be
operative. Identification decals not permitted on any window,
windshield or backlite.

LivermoreDave wrote:A bit off the BBF subject we all love and admire, although I must ask, does anyone know of a current, competitive NHRA Super Modified entry using a Ford body and/or engine? If so, can the details be posted?

Thanks in advance,
Dave.

In NHRA sanctioned racing, Super Modified is a category of Competition Eliminator. As the A/A entry you mention Bruno.

I do appreciate the interest you guys have offered. My interest is of a Ford combination competitive in the Super Modified category of NHRA Competition Eliminator.

Thanks,
Dave.

Comp Eliminator as a whole is a great class because of the "catch all" nature of it's many categories. It makes for a very diverse grouping of fast race cars.

Bruno that was good reading of the infancy of Super Modified. I remember a few cars in this area when NHRA Super Modified began. A few Camaros and a 1966 or 1967 Nova my good friend and well known in the Owensboro area for his engine abilities, Lawes Mayfield. The Nova's name .... Saturday Night Fever! I don't recall any Fords until later. Ron Baker's ass kicking Mustang and Don Bowles' high flyin Fairmont. Both cars had excellent engine programs and both were very competitive! I spoke with Ron at the PRI Show several years ago about his mount. I explained I thought it was a very though out automobile, as I have spoke with Don of the same. One thing we all were in amazement of, today's Super Modified entries, they are very fast (upper classes). As the article read that Bruno linked, professional racing to most was only a dream! The Super Modified cars of today are just South of NHRA P/S, in their search of performance and expense! In an article I read of NHRA Competition Eliminator, it mentioned if you were thinking of entering NHRA Competition Eliminator, congratulations you just chose one the most competitive categories short of NHRA P/S! Competition Eliminator is an extremely performance based category!

Dave.

As far as watching goes, I'd just as soon watch Comp Eliminator as I would the Pro classes. Every year down at Indy, I always walk down to the big end just to hear these things screaming by at 10,000+ rpm. Last year I saw several 4 and 6 cyl. powered cars running 190-200+ mph.
Here is a good article recently posted. http://www.musclemustangfastfords.com/features/mmfp_0905_2001_ford_mustang_cobra/index.html

Nice article Treeyasoon. Nice car! I haven't read the current rules as to cylinder head choices for the Fords, but I do wonder why the canted valve versions aren't popular? I also feel assured if Jim Kuntz is involved, the engine is "top of the line"!

Like others have mentioned, NHRA Competition Eliminator racing is my favorite. When inside the shop on Saturday's, my favorite listening is NHRA online during a National event listening to Competition Eliminator eliminations.

Thank to all for the replies.

Dave.

I just wish I had the $$$ involved to be competitive in the class...lol.

Yes Tree, that could be a dream of mine as well! Like I mentioned previously of an article I read, NHRA Competition Eliminator is the step of the ladder before NHRA P/S, relative to engine and vehicle (door car) design. Design simply defined as naturally aspirated and similarities in chassis structure.

I read the article linked to the Mustang Super Modified you (Tree) offered. Although the article is a few years old and considering 850 horsepower was achieved from the displacement mentioned, that's a very powerful engine, relative to displacement!

Oh well, I guess a competitive NHRA Super Modified Ford of sorts gives us the opportunity to dream along with the dreams of winning a multi-million lottery we may win some day! I couldn't think of a better way to use that amount of money ....... can you?

Dave...

Super Stock is another "non Pro" class I just have to stay in the stands & watch the qualifying every time. Never understood how so many people could miss out on these other great classes & race out of the stands as if their ass was on fire after the Pro's were done.

DilliDave, I too like watching the NHRA S/S and Stockers qualify. They are beautiful, fast cars that in most cases could win most any car show! I just find it lack luster when they began to "bracket race" during eliminations!

I remember several years ago Denise and I attended the U.S. Nationals. We would always go up on Friday, a great day to see all the cars without the huge crowd. We were standing along the fence when Ray Paquet's 1964 Fairlane Thunderbolt ran against a then SS/AA car. Now we all know there are many configurations of S/S cars, but none like the two I just witnessed go down the track! As we watched them run and as my eyes teared up, Denise ask "is there something wrong?" I just nodded my head and said no! A lot of people did not realized what they had just witnessed! A present day look at the past.

A couple of years ago during a Thursday, when Colin was very competitive in S/S GT/AA and allowed me to hang out with him, that morning early I watched NHRA Stockers run the quarter mile only at times to disappear in the fog!

Enough of my B.S.! Like you mentioned Dilli, those S/S and Stockers are amazing!

Dave.

Comp = millionaire's bracket racing, lol. I ran some events as an A/D back years ago. Just the valve spring cost was enough to kill a person. I wanted to build a combo when some were hoping to get NHRA to have a true "econo" dragster class in Comp. Problem was the guys with the $ to spend whined and it never got off the ground.

Oldani wrote:Comp = millionaire's bracket racing, lol.

This is the most accurate statement I have heard in some time....lol.
I still love to hear them babies' screamin' at 10K....