Beware of Late Arrivals

12/8/05

utlaw 10.5 is one of the hottest segments in drag racing, and for now at least, the Atlanta-based Outlaw Racing Street Car Association (ORSCA) is at the forefront of the movement. That’s why as a leader it has to be cautious in its growth of the class.

It caught my attention, along with many others, when a few NOPI Drag Racing Association (NDRA) regulars said they were planning to show up for ORSCA’s season ender at Atlanta Dragway in late November. Apparently, a move was afoot to pit some of the Pro Outlaw Rear-Wheel Drive import cars from NDRA’s second-fastest class against the best in ORSCA’s all-American Outlaw 10.5 program.

There’s no question of NDRA racers being able to lay down some good numbers, with the current Pro Outlaw RWD quarter-mile records held by Brent Rau at 6.97 seconds and 198.29 mph in his turbocharged Mitsubishi Eclipse. Compare that to the polesitting 6.96 at 203.80 by Outlaw 10.5 star Steve Kirk at Orlando’s World Street Nationals this year or the outstanding 6.86 at 209.85 by Tim Lynch at Englishtown a couple of weeks later and Rau is really not that far off. On paper at least, the import guys can be competitive.

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But the NDRA gang was a complete no show at Atlanta, though a large NOPI series rig did make the trip and secured a prominent parking space. Now, a debate is raging on ORSCA’s online message board about whether the Pro Outlaw imports even have a place in ORSCA’s premier division. The consensus seems to be—and rightfully, in my opinion, though not necessarily for the same reasons—‘Sure, let ‘em race—but don’t give ‘em any rule breaks! None!’

Despite a few “ricer” and “fart rocket” comments from the peanut gallery, the issue is not at all the vehicles’ country of origin but rather the weight and size of tire on which they race. Essentially, NDRA rules call for Pro Outlaw RWD cars to weigh between 1,800 pounds and 3,000 pounds minimum, depending on their engine size and number of power adders used. ORSCA stipulates minimum weights of 2,800 pounds to 3,000 pounds (including driver) for its Outlaw 10.5 cars, again depending on the engine/power adder combination, with all clutch cars also required to add 100 pounds. At least at the upper ends of the scale there doesn’t appear much difference—though all racers know that even a few pounds in the right place can make the difference in a tight race.

The rub lies in NDRA having no tire width limitation, with 15-inch wide slicks typical in the class. Outlaw 10.5, on the other hand, is defined by tire width (it’s in the name!), with the approximately 11.25-inch 10.5W tire (don’t ask) being the basis and reason for its existence. Most, if not all, ORSCA 10-wide cars have more than enough horsepower to get down the track—regardless of engine size or type—the challenge lies in getting that power to the track on the relatively narrow rubber.

But the NDRA argument seems to be: “We’re running about the same times in the eighth right now (4.60s-4.70s), so let’s run heads-up with our own combinations (weight and tires) and see how it works.” That’s the proverbial slippery slope for ORSCA, though, as it can’t make allowances for NDRA competitors and not for other would-be entrants (Billy Glidden ring a bell?).