DRO: WHY IS IHRA TACKING 75 POUNDS ON TO ITS TOP FUEL ENTRIES FOR 2002?

Baker: There are a variety of reasons. Based upon an analysis of actual scale weights recorded during the 2001 season [at both NHRA and IHRA events], some competitors were running at or near the 2002 weight last season.

Over the last few seasons, we have mandated additional safety related items and these along with the 2002 additions all add weight to the entries. Many teams have chosen to purchase exotic lightweight components that continue to escalate the costs necessary to compete for a championship. We wanted our contestants to have the opportunity to be as competitive as possible, even if they don't have a major sponsor with a large budget. I realize that Top Fuel will always be expensive, however, these conditions could eventually lead to the "spec driver" concept and we don't need that to happen.

The only specific upgrade was a thickness increase to the deflector plate located behind the driver. The chassis specifications have also been amended with provisions associated with the driver's bay and upgraded wing stand related components. Beyond the spec changes, I encourage the teams to use the additional weight as a means of advancing driver safety as they see fit. Another area would be the inclusion of secondary overflow systems, which will assist in addressing factors related to the black flag rule and its related penalties.

Some of the teams have asked me, "Well, what do you want us to do?" and I just tell them, increase the thickness of the floor, add a structural brace, just do whatever it takes to make your driver safer in his car. They have the latitude to do that, and that was premise behind the changes.

DRO: ARE YOU WORRIED THAT THE TEAMS MIGHT PUSH THEIR CARS HARDER TO COMPENSATE FOR THE ADDED WEIGHT AND WIND UP WITH MORE FIRES OR BLOWN ENGINES?

Baker: I don't think that the change will lead to any increased engine failures. The nature of Top Fuel means that you will have fire; you're going to have oildowns, and you're going to have various engine-related explosions.

The previous rules, specifically, the 90-percent rule (nitromethane in the fuel mix) along with 25-percent overdrive (supercharger overdrive) seem to be magic numbers for us. The current level of competition versus the carnage and parts attrition is a substantial amount better than before those rules were implemented.

For the record, based upon last year's results, the heavier entries did not have the most fires or oildowns at our events.

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