Quote:Nothing really, just a slightly larger stock engine that comes in at 1970 cc. Header, K&N filter, oil cooler, thats it for mods. Car was teched last year for novice races.
OK well if we look at the mods you mention one by one:
Header -> Allowed in IP2
Oil Cooler -> Allowed in IP2
Header -> Allowed in IP2
Larger than stock 1950 cc-> Well the devil is in the details here.
If you reached the increase in displacement with a “40 over” increase in bore then you are allowed in IP2. If that was through the change in crank or a bore that is more than 40 over stock (I strongly suspect that is the case) then that modification would not be allowed for IP2.
The motor would drive you into a GT type class. Typically GT cars are much faster than the road going cousins so the extra safety requirements are mandated by the rules and you would need to add the fuel cell, fire system, window clips etc.
I know it doesn’t make sense that you can run on ICSCC weekends as an SPU classed car or you can run that configuration in West Coast without any trouble. It is just the way the CACC rules are written.
Three options the way I see it
- if you don’t want to change the car then the Westcoast series will happily accept your car as is. That is the best option for now.
- If you want to run in the regular sprint classes I would recommend to swap your long block to a stock displacement motor. The cost of a long block will be less than the cost of a fire system and fuel cell and given you can sell your long block you may come out even on the cash side. If the stock displacement was below 1750 then you would be IP3 and if over that then your class would be IP2.
- If you plan taking the car to the full limits of the GT rule set at some point in the future, then by all means pull out the wallet and start shedding weight and adding performance parts probably starting with slicks and the basic safety equipment you mentioned.
Best of luck
Dave