Mounting weight in car?

[Mark Yacavone]

Still not there.
Assuming you need 300# ...100 to make T, 200 and change more to make U.
So you want 100 # total including box. The heaviest spare that fits the car, it's mounting hardware, plus a factory jack. That weight is free. Doesn't count as anything towards the ballast rule.
Now make up the difference with a piece of plate or railroad track, two 1/2" bolts through frame , per 100#.
Now, when you want to go back to T/SA, take the complete weight box out, the spare and jack , plus some gas ,and you're there.
BTW , I had 650 # in my Omega for O/SA, and nobody weighed anything. ;-)

[Jeff Stout]

Originally Posted by Mark Yacavone

Still not there.
Assuming you need 300# ...100 to make T, 200 and change more to make U.
So you want 100 # total including box. The heaviest spare that fits the car, it's mounting hardware, plus a factory jack. That weight is free. Doesn't count as anything towards the ballast rule.
Now make up the difference with a piece of plate or railroad track, two 1/2" bolts through frame , per 100#.
Now, when you want to go back to T/SA, take the complete weight box out, the spare and jack , plus some gas ,and you're there.
BTW , I had 650 # in my Omega for O/SA, and nobody weighed anything. ;-)

Glad you stated 650 lbs. I thought I was crazy needing 430 total. Small spare and jack is in it already

[Dave Noll]

Question on the 1/2" bolts thru the frame. What about a uni-body car?

[J.R. Haddad]

Don't put the weight in the middle.

[Mark Yacavone]

Originally Posted by Dave Noll

Question on the 1/2" bolts thru the frame. What about a uni-body car?

Dave, You can go through the sheet metal sub-frame, with some big flat washers or plate underneath.

[Mark Yacavone]

Originally Posted by Jeff Stout

Glad you stated 650 lbs. I thought I was crazy needing 430 total. Small spare and jack is in it already

That's nothing. My turbo Mustang had that much.

[Aubrey N Bruneau]

HHMMM...
I realize that I know almost nothing... but
but
SOMEBODY has to ask this
! ! !
Why the dedication to making the car so much heavier ? ? ?
How I see it
A station wagon, by it's very design, already has a weight transfer advantage.
Obviously, the lighter car is faster.
The lighter car is easier on chassis parts... and even the body, if the intended added weight isn't in the form of structural improvement.

Why not go up a class ?
Besides, faster is funner !

just say'n

[Mark Yacavone]

Originally Posted by Aubrey N Bruneau

HHMMM...
I realize that I know almost nothing... but
but
SOMEBODY has to ask this
! ! !
Why the dedication to making the car so much heavier ? ? ?
How I see it
A station wagon, by it's very design, already has a weight transfer advantage.
Obviously, the lighter car is faster.
The lighter car is easier on chassis parts... and even the body, if the intended added weight isn't in the form of structural improvement.

Why not go up a class ?
Besides, faster is funner !

just say'n

Good question. Now here's the answer :

First of all , a lot of racers don't pay any attention to the lower Stock classes. They do indeed ,think faster is funner ( and much more expensive..MY) Also ,they're convinced they can't win much , without being a chaser, running in the 10's. However, the fact remains, you have to hit the tree and run close, if you ever want to win anything, without relying on luck.

Okay..On to the answer.

T/SA index ,14.40 @19 lbs. per.

U/SA index , 14.85 @ 20 per.
Difference , .45 seconds.

At 204 hp, to go from 19 to 20 lbs. per, that is the amount of weight you would add.

You can probably extrapolate it from there.

[Jeff Stout]

To run T I need to be 4103 lb.
To run U I need to be 4310 lb
Currently the car with driver and 3 gallons of gas is 3880 lb.
Yes a wagon will have good weight transfer but I need to meet minimum weight to fit in class. With the extra weight in the rear it will really transfer.

[Aubrey N Bruneau]

Ah yes, I didn't realize that about T / U .
Makes sense now.