For better or worse, NHRA Championship Drag Racing is seen as the standard by which all drag racing is judged, both in terms of competition and organization. Organizing clubs, racers, and promoters look to the NHRA as a role model for their domestic programs.

Drag racing is recognized as one of the safest of motorsports. Cars in the US race more often and are both quicker and faster than anywhere in the world, so if it works there, it must be good. After all, they must be the experts !

That last comment has been the subject of much conjecture recently in Australia, first with ANDRA deciding to bring Top Fuel in line with international regulations by 2000 and secondly, the NHRA banning multi-valve and overhead cam engines in their latest rule book.

The 1998 NHRA Rule Book states, under the Top Fuel and Funny Car sections   - ENGINE -   Any internal combustion, reciprocating, 90 degree V8, automotive-type engine permitted. Single camshaft only; multi-valve and/or overhead cam configuration prohibited. Maximum 500 cid, Minimum 490 cid; Maximum bore center spacing 4.900 inches; maximum two valves per cylinder.

The ban caught many people off guard and has set into motion a current that has the potential to become a tidal wave.

NSW (new South Wales, Australia) Top Doorslammer racer Bob Broadbent heard of the new rule from the McGee brothers in the US. He then contacted Stan Sainty who in turn contacted Mick Atholwood. At the time ANDRA, who also had a 1998 NHRA Rule book, was unaware of the change. They got a phone call from Atholwood.

The whole thing had the air of one of the sport's best kept secrets, especially after the Saintys returned from the Winston Finals where, despite being in conversation with a number of people, they had heard nothing of any impending rule change.

"We bought parts from Chet Herbert. They at one stage built a four-valve, four-cam engine but it was knocked on the head by NHRA when they changed the bore spacing," said Sainty. "They (Herbert) knew what we were up to and even told us of a new engine that they had been working on which would meet the new rules. if anyone would have known, you'd think it would have been them."

A week later the NHRA released its 98 Rule Book.

As Vice President of Technical Administration and International Relations, Carl Olson, who has travelled to Australia on many occasions, would have been fully aware of the Sainty engine and the impact the ban would have here. Olson is also the President of the FIA Drag Racing Commission. The FIA endorses the NHRA Rule Book.

Currently European Top Fuel racers run under FIA rules, with a one year delay in implementation of NHRA rule changes.

ANDRA CEO Tony Thornton told DRAGSTER, "While the FIA has done little for drag racing as a whole I do believe in the Commission. It has more long term goals than short term. One day, when and if a World Championship is created, it will more than likely be based around Top Fuel and we would like to think Australia will take part. To be a part of this World Championship we would have to run under a common set of rules."

"We have no input into NHRA rules. They normally warn us of any impending changes but the first I knew of the (OHC/multi-valve) ban was through Mick Atholwood.

ANDRA then issued a media release, which was also faxed to the NHRA:

With the release of the 1998 NHRA Rule Book this month, a ban by that body on the use of overhead camshaft engines in Top Fuel and Funny Car from next season was confirmed. With little use of this configuration in the US in recent years, the ban will not have any great affect on teams there. In Australia however, there are two Top Fuel teams using the innovative three-valve engines manufactured by Sydney's Stan Sainty. Application of the new NHRA limits here would have a serious impact.

In August, ANDRA moved to adopt the international regulations for Top Fuel from the year 2000. These generally mirror the NHRA regulations of the previous year, and are ratified by the FIA Dtrag Racing Commission, of which ANDRA is a member. ANDRA CEO Tony Thornton said this morning that he would strongly oppose the adoption of the new cylinder head limits at the international level.

"There is no doubt that Top Fuel in this country has benefitted greatly from the efforts of Stan Sainty. His engines have powered his own car and that of the Smith/Atholwood team to a number of low 5 second performances after a relatively short development time. The powerplant has great potential and it's disappointing that a potentially large market has effectively been closed. ANDRA will certainly not support an international application of the ban."

ANDRA has authority to maintain its own class regulations in Australia. The new regulations could mean that Australia will not adopt the international regulations for Top Fuel in three years. The matter will be placed on the agenda of the next meeting of the FIA Drag Racing Commission, scheduled for March 1998 in New Zealand.

Australia is the home of the two most successful overhead cam, multi-valve nitro engines in the world: the McGee and the Sainty. There have been several engines developed in the US but none have ever done much by way of Top Fuel type racing.

Insurance plays a more important role in drag racing than most racers realize. Drag racing could not operate without insurance. The higher the speed the more the concern over insurance risks, and risk spells higher premiums.

After the sensational numbers recorded by Cory McClenathan, Joe Amato, John Force and Chuck Etchells this year, the NHRA quickly made it known that it was looking at slowing these cars down.

The current hot rumour is that the preferred method of slowing them is to reduce engine capacity to 450 cubic inches. If that is the case then all of a sudden the Sainty engine would look like a good option, especially because of its higher rpm capabilities. It appears that rather than allow that to happen the NHRA banned multi-valve, multi-cam engines.

Past Australian visitors Gary Densham, Robert Reehl, and Tom Hoover were all impressed with the Sainty engine and indicated that when sorted they would be very interested in running one in the US.

The question that needs to be asked: "Is the NHRA protecting US interests?"

"I'm very disappointed with the outcome but I'm glad to see ANDRA support its local racers," said Queensland Top Fuel crew chief, Mick Atholwood, whose car runs a Sainty engine. "Carl Olson told me that one of the options to slow the cars down was to drop the cubes to 450. The smaller the engine capacity, the higher the rpm, the more the advantage for the multi-cam, multi-valve engines.

"In theory they should work but no one has really given them a fair go. I guess the NHRA just couldn't afford to take the chance. It looks like they are definitely looking after their own industry. What they are doing if they go ahead is make a lot of hardware no good. In my opinion if they want to restrict these cars they should restrict the intake to a 12-71 blower and a Birdcatcher hat, that way it brings it back to the tuner."

A question now being asked by Australian racers is, if ANDRA is prepared support to the Sainty engine internationally, why can't we then have our own people check safety items?

At an ANDRA Competition Committee meeting in May, local Top Fuel regulations were the subject of much input, with proposals that screw blowers and other variations from the international standard be permitted.

Safety items were high on the agenda. The class had never followed overseas specs directly, and the committee supported a submission from NSW (New South Wales) that the international regulations be adopted for Top Fuel from the 1998-99 season.

Then the matter of compliance with SFI standards for various components used in Top Fuel, Funny Car, Top Alcohol and Top Doorslammer was discussed.

It was proposed the SFI be approached to assist with inspection and recertification in Australia. It was recommended that TDO (Technical Development Officer) Peter Williams formulate a proposal to establish SFI certification on specified items at the '98 Winternationals.

Previously Group One (Australian "Pro" classes) vehicles were checked by ANDRA inspectors. The system began with yearly inspection, costing $100. Recently that was changed to every two years. Clearly those inspections, as far as ANDRA is concerned, were inadequate and it was time to change.

"As the governing body, ANDRA accepts, on the racers' behalf, the responsibility for organization, leadership and safety, among other things," wrote ANDRA CEO Tony Thornton in a recent edition of its Fast Lane newsletter." Despite that, ANDRA recognizes that they are not experts in some areas, especially from a legal point of view. Getting expert opinion makes good business sense and if that can be obtained from someone who operates directly in your own field, that's got to be a smart way to go."

Thornton continued, "Sophisticated bellhousings usually surround the clutches, and the world experts on how to produce and maintain them are available through the SFI."

When it comes to drag racing safety we think of the SFI Foundation, which provides a wide range of specifications for drag racing eequipment. Everything in industry has a standard that must be met but the question before we start looking for local inspectors is, will American manufacturers allow someone in Australia to check their items from a legal point of view?

ANDRA has arranged to have SFI President Arnie Kuhns present on the day after the '98 Winternationals, along with two manufacturer representatives, one being a bellhousing inspector. Any bellhousing in T/F, F/C, TA/D, TA/FC and T/D after October 1, 1998 would require certification.

Other items that would be inspected include superchargers, restraint straps and ballistic bags. From October 1, 1998 all cars faster than 200 mph will be required to use a harness system no more than three years old.

The cost to the racers for the inspection of their bellhousing would be around $100 (US) each. They would then be tagged for two years. If you are a racer not planning to attend the Winternationals then you have to make arrangements to send your bellhousing(s) to Willowbank for inspection.

In conjunction with the SFI recertification, ANDRA is planning to stage a chassis seminar with the assistance of SFI, to support the development of an ANDRA Gold Chassis Certification program. Chassis builders will be invited to take part. The seminar would include a written test.

While most racers DRAGSTER spoke to didn't have a problem with bellhousing and supercharger inspections, or any inspections that relate to safety, the common catch cry was, doesn't Australia have the expertise and knowledge to do this? Why do we have to pay for someone's holiday?

Founded in 1904, the Paris-based Federation Internationale de l'Automobile (FIA) is a collective of all the major motoring organizations from around the globe and is recognized by the United Nations as the world governing body for all motorsport.

However, although vastly experienced in many motorsports, when it came to drag racing, FIA President Max Mosley knew there was just one place to turn: The NHRA.

After attending the 1992 US Nationals, Mosley called for the creation of an FIA Drag Racing Commission and NHRA's Carl Olson was chosen as its President. The commission is made up of representatives from Australia, USA, Denmark, Finland, Germany, Japan, New Zealand, Norway, Sweden, and the UK.

Mosley's mandate to the Commission was simple: Although the sport has evolved at different rates around the world, agreement on a universal package of construction, safety, and competition rules to ensure a level playing field was needed, using the NHRA Rule Book as a blueprint. The first meeting of the FIA Drag Racing Commission was held November 1, 1993 at the NHRA's headquarters in California.

One of the aims of the Commission is the implementation of a uniform set of regulations for all international drag racing competition. The FIA World Council has specifically asked for NHRA regulations to be followed, although this does not imply that international rules and standards should be followed for domestic events. The Commission will work to adopt international standards acceptable to all countries.

Seven months later Olson presented a rules proposal to the FIA World Motorsports Council and General Assembly in Geneva, Switzerland. They were unanimously accepted as being the universal assembly for international drag racing competition.

Thornton said, "Had ANDRA not joined the FIA Drag Racing Commission then CAMS (Confederation of Australian Motor Sports) would have. For that reason it is important we remain on it. But Australia doesn't have to run on international rules. That is why next year in New Zealand we will not accept the current rule change in Top Fuel and Funny Car.

"ANDRA is governed by the racers and if enough interest is created over the SFI bellhousing inspection then we may have to look at other options. Some people have said that Australia can't build race cars and race car equipment. Why was it that I then had a Funny Car built locally? I'm very proud of what Australian drag racing has achieved and believe that we have some of the best minds and thinkers in the world. Australian drag racing is known the world over as second only to the US."

A few comments from racers:

"ANDRA is paying too much attention to this international thing. I have the quickest alcohol altered in the world but what has it done for me? It means nothing. The Americans are too busy to care about what a small group of racers do in Australia. Let's start thinking about what happens here and for ANDRA to look and listen to its racers. This whole SFI thing looks like it's just too hard for ANDRA to react upon, so they're passing the buck. ANDRA is just not considering the racers' costs."

"As much as we would like to run on the same rules as the US and have our engine recognized by the FIA Drag Racing Commission as a world engine, it will be a long time before you see us running overseas. I was lucky that I have the equipment to build an engine and its parts. This is the only way that I can race in Top Fuel. If we had to switch to a conventional drag racing engine then we'd be out."

"My greatest concern is not the inspections, nor the money, but the implication that our own people are incompetent in inspecting is insulting. We must instil the confidence in our people. SFI is just there to keep the money coming into America and to protect NHRA from a legal point of view. I agree we have to stay within guidelines but let's use our own people and let's get things into some priority. ANDRA has to work for us, the racers."

"This mirror-imaging is only good from the point of view of comparing our performance with the Americans, but SFI inspections, that's bull-dust. We are quite capable of looking after ourselves. If they want to mirror-image the US, then ANDRA had better use an 'SFI' on-track prep, track safety and drag racing marketing. Then we can put our sport on a national level and not be perceived by the public as a "hoon" sport full out of control kids and long skinny cars with parachutes.

"Championship drag racing in Australia is faltering and the opportunities are becoming less and less each year. We (the sport) need to give the kids of today and tomorrow as much opportunity to start at the bottom and work their way up to the top. That is the future of the sport.

"Let's use Willowbank as our role model. There the sport is progressing. If we all worked to have a Willowbank in each state, imagine just how much bigger and better our sport could be.

"As for SFI inspections, I'm all for safety but if ANDRA can decide on an international level to not support the Sainty/McGee ban then why can't they decide to go it alone with safety inspections? I'm more interested in making drag racing number one in this country than worrying about some world championship that may or not happen. If it did and I wanted to participate then I would make sure my car would meet whatever the rules were. Look at the IHRA, they don't run to international standards and they play in the same backyard as the NHRA!"

Stay tuned to this issue.