Gasser
m |
m |
||
| Line 13: | Line 13: | ||
The term "Gasser" is a vulgarization of NHRA's classification that was originally "Gas Coupe/Sedan." | The term "Gasser" is a vulgarization of NHRA's classification that was originally "Gas Coupe/Sedan." | ||
| − | The main purpose of this classification was to have a place to race cars with seriously modified engines. Virtually anything was legal, right up to supercharging, but the cardinal rule was that the number one | + | The main purpose of this classification was to have a place to race cars with seriously modified engines. Virtually anything was legal, right up to supercharging, but the cardinal rule was that the number one spark plug had to be within ten percent of the wheelbase, as regarded the front spindle. That is, if the car has a 100-inch wheelbase, the #1 spark plug could legally be no farther back than ten inches behind the center line of the front spindle. |
Gassers had to have all their basically unaltered fenders, but bumpers could be removed. Gas Coupe/Sedans were classified by weighing the car and dividing the weight by the engine displacement. In the beginning, an "A"-class car was 0-9 pounds per cubic inch; a "B" was 9-11, a "C" was 11, and "D" Gas was 13 and up... The following year, an "E" class was added for cars with over 14.6 pounds per cubic inch. Flathead and inline six-cylinder cars (there were no V-6's back then) were kept separate, so they didn't have to compete directly with the OHV V8's. There was just one "Gas" class for all of them. | Gassers had to have all their basically unaltered fenders, but bumpers could be removed. Gas Coupe/Sedans were classified by weighing the car and dividing the weight by the engine displacement. In the beginning, an "A"-class car was 0-9 pounds per cubic inch; a "B" was 9-11, a "C" was 11, and "D" Gas was 13 and up... The following year, an "E" class was added for cars with over 14.6 pounds per cubic inch. Flathead and inline six-cylinder cars (there were no V-6's back then) were kept separate, so they didn't have to compete directly with the OHV V8's. There was just one "Gas" class for all of them. | ||
| Line 21: | Line 21: | ||
"Street Roadsters" had the same basic rules as Gassers, but the fender rule was more flexible at times. It changed, periodically, but motorcycle fenders were allowed in lieu of stock fenders up front, at some point. It was a "ten-percent engine-setback" rule class, like the Gas Coupe/Sedans. | "Street Roadsters" had the same basic rules as Gassers, but the fender rule was more flexible at times. It changed, periodically, but motorcycle fenders were allowed in lieu of stock fenders up front, at some point. It was a "ten-percent engine-setback" rule class, like the Gas Coupe/Sedans. | ||
| − | In the late 50s guys returning from military duty in Korea began experimenting with GMC Roots type blowers adapted from Detroit | + | In the late 50s guys returning from military duty in Korea began experimenting with GMC Roots type blowers adapted from Detroit Diesels they had wrenched in the military to the new V8s coming out of Detroit and began out running normally aspirated gas coupes and sedans. To make things more fair NHRA created a separate class for the supercharged cars and designated them with an S; A/GS, B/GS, C/GS etc. These cars had similar weight breaks to unblown classes to identify qualifying cars. Interestingly, this is the only class of cars that have been singled out with a supercharged identifier. |
By the mid 60s the Gasser classes had morphed into pretty much a pre-war Willys class since the cars fit the class specifications almost perfectly. They were feather light. had reasonably string ladder frames, accepted the biggest hemi with surprisingly little work and had 102" to 104" wheelbases which just fit the 100" NHRA limit. Anglias, Prefects, etc. English cars were cleaning the Willys' clocks in match races but couldn't compete in NHRA events due to their sub-100" wheelbases. IHRA and AHRA began allowing them in so NHRA had to capitulate and open the gasser classes to the small English cars which instantly made the Willys uncompetitive. | By the mid 60s the Gasser classes had morphed into pretty much a pre-war Willys class since the cars fit the class specifications almost perfectly. They were feather light. had reasonably string ladder frames, accepted the biggest hemi with surprisingly little work and had 102" to 104" wheelbases which just fit the 100" NHRA limit. Anglias, Prefects, etc. English cars were cleaning the Willys' clocks in match races but couldn't compete in NHRA events due to their sub-100" wheelbases. IHRA and AHRA began allowing them in so NHRA had to capitulate and open the gasser classes to the small English cars which instantly made the Willys uncompetitive. | ||
| − | However this dominance was short lived when racers started using the new Pony cars (Mustangs, Camaros, etc.) which had far superior technology, aerodynamics etc. Funny thing is this conversion to | + | However this dominance was short lived when racers started using the new Pony cars (Mustangs, Camaros, etc.) which had far superior technology, aerodynamics etc. Funny thing is this conversion to modern cars killed the fan enthusiasm for the Gassers since instead of being Willys and Anglia side rail to side rail, wheel standing monsters, they were boring every-day door slammers. To spark fan interest in the modern Gassers again, NHRA and racers began experimenting with the cars by hollowing out inner body panels, moving rear axles WAY forward and engines WAY backward morphing them into the Factory Experimental or FX classes. Of course it was a short journey from there to the present day Funny Cars. Thus the amazing Gassers didn't die they simply kept up with the times. |
==Gasser websites== | ==Gasser websites== | ||
Your Privacy Choices