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What is a Supermodified…
The ‘Super’ as it is called by those familiar with the beast, is aptly described as one part
dragster, one part sprint car, and one part engineering wonder. Incredibly difficult to
describe without a collection of photos, the Super is often mistaken for some sort of
oddball sprint car by the uninitiated. However, once you get to really take a look at a
Super, there truly is no mistaking it for anything else, never mind watching the cars
actually race. There are groups of Supermodifieds scattered about the United States,
all somewhat different in appearance and technology, but there is no doubt they are all
remarkably similar in their roots. Supers are most at home running on tracks from 1/4
to 5/8 mile in length, with our home track in Madera, California at 1/3 mile. Since I
have grown up with the West Coast cousin and we’re currently running the 360
Supermodified class, I’m sticking with that for the rest of this bit…
Motors – The 360 Supermodified motor is limited to 360 cubic inches, be it Chevy, Ford
or Mopar. We can run either gasoline or methanol, but almost everyone chooses
methanol today. The cooling benefits alone are worth running methanol. Fuel is
delivered via a Holley 500 CFM 2-barrel carburetor. The motors may use either wet or
dry sump oiling systems, and we are limited to 14:1 compression. As a result, the
motors make from 450 to 550 horsepower. There is no transmission, and the driveline
connects from the back of the crankshaft directly to the quick-change rear end. Most
motors are run between 7500 and 8200 RPM at Madera Speedway, utilizing various
quick-change gear combinations.
Chassis and suspension – The chassis are either round or square tube space frame type
construction and are generally offset to maximize left-side weight distribution (See
photos). Maximum track width is 86” and overall length may not exceed 168”. We are
allowed to have up to 65% of the total car weight resting on the left side wheels, which
is why the motors are hanging way over there. The front axle is a beam type setup, as
independent front suspension was outlawed in 1995 or 1996 (the LeftTurn Motorsports
chassis was originally designed and run as one of the only west coast IFS cars in the
early 90’s). The front axle is most often located with an arrangement of radius rods
and a panhard bar, utilizing coil-over springs and dampers to manage suspension
travel. The rear axle is usually a ‘live axle’ setup with a quick change rear end (noted
above), and transmits various loads to the chassis through a torque arm and 3 or 4 link
suspension systems, with the occasional watts link popping up here and there. As with
the front end, Coil-overs and a panhard bar are usually used here as well, with the
employment of some very creative methods of locating the left rear coil.
Wings - It just wouldn't be a Super without the wings (no offense to Oswego).
Generally, we are limited to a 2400 square inch top wing, but there are some
allowances that will let a car run up to 4000 square inches depending on chassis
configuration. We are allowed to run up to 500 square inches of wing on the front of
the car as well. The wings are not adjustable while the car is on track, but angle of
attack and fore-aft location may be adjusted while in the pits. Wings are a major part
of why these cars are so incredibly fast. The immense downforce generated by the
airfoils pushes the car into the track allowing it to corner at very high speeds, and they
look way cool...lol
Tires – Every tire on a Super can be a different size. Some teams run a very narrow
left front, however, other teams runs the same size tire across the left and right front
corners in the interest of saving a little bit of money. With the 2–tire per raceday rule,
there may be a bit of strategy involved as well. The left rear tire is generally the same
height as the right front, but much wider in order to provide drive traction. The right
rear tire is the largest on the car in order to provide maximum traction when exiting
the corners. The difference in size between the left and right rear tires is known as
stagger and also greatly contributes to the car’s ability to turn left since there is no
differential inside the rear end. Imagine trying to roll a cylinder around a corner versus
rolling a cone around the same corner.
That, in a very small nutshell, is what Supermodifieds are. If you have any questions,
or none of this made a bit of sense, send us an email so we can get straightened out!
Thanks for reading this far – you must be hard-core… LOL
LJ
The ‘Super’ as it is called by those familiar with the beast, is aptly described as one part
dragster, one part sprint car, and one part engineering wonder. Incredibly difficult to
describe without a collection of photos, the Super is often mistaken for some sort of
oddball sprint car by the uninitiated. However, once you get to really take a look at a
Super, there truly is no mistaking it for anything else, never mind watching the cars
actually race. There are groups of Supermodifieds scattered about the United States,
all somewhat different in appearance and technology, but there is no doubt they are all
remarkably similar in their roots. Supers are most at home running on tracks from 1/4
to 5/8 mile in length, with our home track in Madera, California at 1/3 mile. Since I
have grown up with the West Coast cousin and we’re currently running the 360
Supermodified class, I’m sticking with that for the rest of this bit…
Motors – The 360 Supermodified motor is limited to 360 cubic inches, be it Chevy, Ford
or Mopar. We can run either gasoline or methanol, but almost everyone chooses
methanol today. The cooling benefits alone are worth running methanol. Fuel is
delivered via a Holley 500 CFM 2-barrel carburetor. The motors may use either wet or
dry sump oiling systems, and we are limited to 14:1 compression. As a result, the
motors make from 450 to 550 horsepower. There is no transmission, and the driveline
connects from the back of the crankshaft directly to the quick-change rear end. Most
motors are run between 7500 and 8200 RPM at Madera Speedway, utilizing various
quick-change gear combinations.
Chassis and suspension – The chassis are either round or square tube space frame type
construction and are generally offset to maximize left-side weight distribution (See
photos). Maximum track width is 86” and overall length may not exceed 168”. We are
allowed to have up to 65% of the total car weight resting on the left side wheels, which
is why the motors are hanging way over there. The front axle is a beam type setup, as
independent front suspension was outlawed in 1995 or 1996 (the LeftTurn Motorsports
chassis was originally designed and run as one of the only west coast IFS cars in the
early 90’s). The front axle is most often located with an arrangement of radius rods
and a panhard bar, utilizing coil-over springs and dampers to manage suspension
travel. The rear axle is usually a ‘live axle’ setup with a quick change rear end (noted
above), and transmits various loads to the chassis through a torque arm and 3 or 4 link
suspension systems, with the occasional watts link popping up here and there. As with
the front end, Coil-overs and a panhard bar are usually used here as well, with the
employment of some very creative methods of locating the left rear coil.
Wings - It just wouldn't be a Super without the wings (no offense to Oswego).
Generally, we are limited to a 2400 square inch top wing, but there are some
allowances that will let a car run up to 4000 square inches depending on chassis
configuration. We are allowed to run up to 500 square inches of wing on the front of
the car as well. The wings are not adjustable while the car is on track, but angle of
attack and fore-aft location may be adjusted while in the pits. Wings are a major part
of why these cars are so incredibly fast. The immense downforce generated by the
airfoils pushes the car into the track allowing it to corner at very high speeds, and they
look way cool...lol
Tires – Every tire on a Super can be a different size. Some teams run a very narrow
left front, however, other teams runs the same size tire across the left and right front
corners in the interest of saving a little bit of money. With the 2–tire per raceday rule,
there may be a bit of strategy involved as well. The left rear tire is generally the same
height as the right front, but much wider in order to provide drive traction. The right
rear tire is the largest on the car in order to provide maximum traction when exiting
the corners. The difference in size between the left and right rear tires is known as
stagger and also greatly contributes to the car’s ability to turn left since there is no
differential inside the rear end. Imagine trying to roll a cylinder around a corner versus
rolling a cone around the same corner.
That, in a very small nutshell, is what Supermodifieds are. If you have any questions,
or none of this made a bit of sense, send us an email so we can get straightened out!
Thanks for reading this far – you must be hard-core… LOL
LJ
Two generations of Supermodifieds
The car on the left is the current 'offset' configuration.
These cars are from 61% to 65% left-side bias
The car on the right is the old style 360 that was limited
to 55% left side bias. A properly set up 55% car can
STILL be competitive.
The car on the left is the current 'offset' configuration.
These cars are from 61% to 65% left-side bias
The car on the right is the old style 360 that was limited
to 55% left side bias. A properly set up 55% car can
STILL be competitive.
| I wasn't kidding - it really is a 2 barrel carburetor Notice the motor is completely outside the frame... |
| Another shot showing the offset of the motor. Not all cars have a dramatic frame offset. |
| There's not too much to look at on the right |
Notice the difference in the left and right tire sizes