So it seems those of us in ST/TT3 get to find out..how the heck...do target specific avg hp numbers with our weight lol. They also slowed it down to 10.0:1 However slicks did go down in penalty finally after 5 years of asking.

Super Touring 1 (ST1) = “Adjusted Wt/HP Ratio” equal to, or greater than, 5.50:1
Super Touring 2 (ST2) = “Adjusted Wt/HP Ratio” equal to, or greater than, 8.00:1
Super Touring 3 (ST3) = “Adjusted Wt/HP Ratio” equal to, or greater than, 10.00:1

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8.2 ST3/TT3 Average Horsepower Calculation

New for 2016: The number used for calculating the Adjusted Wt/HP Ratio for the ST3 (and TT3) classes will no longer be the maximum horsepower of the three Dyno runs. It will be a calculated average giving a better approximation of the maximum horsepower available over a range of usable RPM. The Dyno test with the highest maximum horsepower will be used to calculate this average (not an average of the three Dyno runs) as follows:

Ave HP = Average HP calculated and used in in the Adjusted Wt/HP Ratio
Max HP = Maximum horsepower
HP 500 = Horsepower at 500 rpm greater than Max HP rpm (or redline HP if does not exist)
HP 5250 = Horsepower at 5250 rpm
HP RL-2k = Horsepower at redline minus 2000 rpm—This HP number will be used instead of
HP5250 if it is greater than HP 5250 (generally, this will tend to apply to high
revving engines)


Ave HP = Max HP + HP 500 + HP 5250 (or HP RL-2K if greater than HP 5250) divided by 3


-----------------------------------------------------------------------------------------
D) ST3 Only Production Vehicle Aerodynamics (does not apply to ST1 or ST2 vehicles)

Production vehicles that maintain their unmodified OEM body lines and do not have non-OEM aerodynamic aides or modifications may assess the Modification Factor for “OEM Aero” in calculating the “Adjusted Wt/HP Ratio” (7.4).
-----------------------------------------------------------------------------------------

7.4.2 Modification Factors

The “Modification Factor” listed after each item below is added or subtracted from the actual measured Wt/HP ratio to calculate the “Adjusted Wt./HP Ratio” which determines vehicle legality in each ST class.

Non-Production Vehicle: = -0.4


Production Vehicle Body Type: 4-door Sedan or 5-door Wagon = +0.2
(none of these apply to Modification of the OEM roof line/shape = -0.3
Non-Production vehicles) Modification of the floor pan for exhaust clearance only
and/or the rocker panel for side exit exhaust only = -0.2
ST3 ONLY: OEM Aero (see 7.3.2.D) = +0.4

Engine: Rotary with a maximum of two rotors and one turbocharger turbine = +0.3
Naturally aspirated (non-rotary) engine with displacement 1.9L or less = +0.3
Rear Engine Location ('99+ year only) w/Comp. Wt. less than 2700 lbs = -0.2
Rear Engine Location ('99+ year only) w/Comp. Wt. 2700-2900 lbs = -0.1
(Rear Engine = Behind rear axle only—See Appendix A)



Transmission: ST1 & ST2: Dog-ring/straight-cut gears (non-synchromesh),
and/or sequential/paddle shift/semi-automatic = -0.2
ST3 ONLY: OEM street-legal model available paddle shift/DCT/SMG
or sequential motorcycle gearbox = -0.2
ST3 ONLY: Dog-ring/straight-cut gears (non-synchromesh),
and/or all other sequential/semi-automatic = -0.6
(no assessment for automatic utilizing a torque converter)

Drivetrain: AWD = -0.3
FWD = +1.0

Tires: Non-DOT approved tires = -0.5 (CTSC EC-Dry Continentals see App. A)
Size 10.5” (267mm) to 9.6” (244mm) non-DOT approved = +0.3
Size 9.5” (241mm) or smaller non-DOT approved = +0.7
Size 275 to 250 (DOT approved) = +0.3
Size 245 or smaller (DOT approved) = +0.7
-------------------------------------------------------------------------------------------------------------------------

A) Other than the listed exceptions, every Production vehicle must retain its unmodified:
1) OEM frame rails/rear frame cross beam, and/or Unibody, and Sub-frames/
suspension cross-members (in their OEM locations)
2) Strut/shock towers
3) Inner/inboard side of the fender wells (any non-horizontal aspect)
4) Rocker panels
5) Transmission tunnel
6) Floor pan
7) Windshield frame location
8) Rear quarter panels

The following are permitted exceptions to 7.3.2.A above:
8a) Flaring/rolling/cutting of the outside aspect of the rear fenders and/or adding
additional material as fender flares for the purpose of tire clearance or venting for
aerodynamic and/or cooling purposes is permitted.
8b) Repair of body damage with body filler putty or fiberglass is permitted, but at
least 80% of the original body panel material must remain.
-------------------------------------------------------------------------------------------

7.3.1 Restrictions and Limitations for All Vehicles (Non-Production and Production)

All vehicles must adhere to the following modification restrictions and limitations:

1) Active aerodynamic devices and/or modifications (including, but not limited to,
computerized, cockpit adjustable, self-adjusting, and OEM) are not permitted.
Aerodynamic devices and/or modifications may not protrude more than six (6”)
inches from the vertical plane from the ground to the widest part of the right and left sides of the vehicle’s body.

-------------------------------------------------------------------------------------------------

 

Well that makes everything simpler...

So who wants to take the first stab at how to maximize horsepower?

edit: cut boost 400rpm past peak horsepower to WG. BAM!

 

Well there's that...so 300hp + 5hp + 150 hp...I like it LoL, or taking timing out and letting the ecu add timing making a zig zag lol. Me thinks ST2 is sounding a whole lot more attractive. So some prelim numbers assuming you avg this at 3150 lbs on a mustang dyno:

ST3:

Aero + 275 Dots = 289.29hp
OEM Aero + 275 Dots = 301.59hp

ST2:

275 Dots = 363.47hp
285 Dots = 350.00hp
265 Slick = 354.38hp

 

If you limit your powerband to 2000rpm you could run something like 600HP. You would just have a shift a whole lot.

I am thinking just running as much down below and keep the horsepower heading up until you get to peak horsepower and then ****ting the bed. Then, if your Avg HP has to be 300, you could run like 350 + 400 + 150.

 

it helps the racers and hurts the time trialers imho. i literally just got my car up to TT# power last event...now i have to go pull 30-40whp out of it it looks like. at 9:1 for TT3 the car was in a nice sweet spot power wise, now its well below.

This is really pushing me towards building my s2000 and bailing on my evo for TT3...

 

The slowing down of 3 was inevitable, but to be honest, with your parts list you should be hunting in TT2. Faster is more fun afterall. But from experience, the Evo will rape the S2k at that 10:1 level. Recently I had to get my head and everything rebuilt so we did a DE tune at 350 mustang which is like 385 DJ, and man....after spending so much time at 3 power levels, I forgot how addictive the boost reallllly is.

 

i would never run an s2k in tt3 lol, would be ttc'ish. tt2 takes alot of power, tt3 was the sweet spot. just a lot more to think about.

 

Ya it's got everyone rethinking they're setups. But it's not much more power if you go to a wider or slick tire. Get to keep the engine safe and benefit from the addictive new grip.

 

If I'm reading it right, you should actually have a slightly faster car with the new rules since the "average" will allow a decently higher peak power figure..


My car for example would use Max HP, HP RL, and HP RL -2K. At its current power level, and even on the 24psi track tune would be better than 10:1. BUT, My HP is flat 395hp from 7k-8k. I could completely open the wastegate at, eh, 7250 or 7500 and kill the power up top to skew the average and just make sure to shift on time. I would porbably still need to run less peak HP, but I think it would be more than the old rules would have allowed.

 

how in the world would you drop from 395hp down to a 330-340 average?


just saw the numbers for 2 vs.3 balrok posted above...as my car sits it would bump to tt2

 

I said in my post "I would probably have to run less peak HP, but it could still probably be more than what old rules would have allowed".

 

Looked right past that lol.

At this rate I might as well go back to pump gas. Luckily I'm fat, so that gives me better numbers

 

i like that TT3 is going lower HP, better engine reliability and less consumables.

i don't like that they made the avg HP rule change to help the high reving NA cars out. but how about some help with weight distribution for cars like evo. our factory weight distribution is crap. those cars with 50/50 weight distribution have a huge advantage in corner speed. my fiends e36 in TTD cornering speed is usually same as mine, and he's on 245 R7 with no aero. i'm on 255 a7(same size as 277) with aero.

so, looking at my current dyno, my avg will be (320 + 310 + 320) / 3 = 316

so if my red line is 7800, my RL-2k will be 5800rpm, i could cut power at 5800rpm and then bring power up till redline but keep it below peak power.

 

Might help the average if we drop rev limit too...

 

WTF, this is confusing as hell. And I was just getting my car where I am becoming competitive in TT3. Ugh. Thought they would just lower TT2 to 7 or 7.5-1 to put more gap between it and TT3 instead of raising TT3 to 10-1.

And are people really having reliability problems in the mid 300 awhp range? I've run the crap out of my OEM engine in my 9 for 6 years now in the mid-300 range with no issues at all.

I've got a 71HTA setup, might just go TT2, already know it will make TT2 power easily on 93.