Super Touring encompasses three classes, ST1, ST2 and ST3. This is where NASA’s big dogs play. Corvettes, Vipers and Porsches are the norm, but there’s ample opportunity for all different kinds of cars to compete in Super Touring. The class is set up with a basic horsepower-to-weight calculation, with adjustments for specific modifications and equipment, and that’s where drivers and car builders can get creative and make the most of the rulebook.
Class Description
“NASA ST/SU provides a venue for spirited on-track competition in high-performance racecars of all makes, models and types. Several key factors are considered in classing vehicles, using an “Adjusted Weight/Power Ratio” as the ultimate equalizer between vehicles. The relatively few modification-specific rules will allow competitors to configure their cars to perform at an optimal level by using aftermarket parts, providing an opportunity for promotional exposure for the competitors’ sponsors, aftermarket tuners, parts manufacturers, and the vehicle manufacturers. Additionally, these series should provide a stage to showcase driving talent, in hopes that the most talented drivers will advance to even higher-level professional series. The format of the rules encourages direct crossover from both high level NASA TT classes and race classes from multiple organizations.”
Eligible Makes and Models
Any four-wheel, fendered/closed-wheel vehicle that passes NASA safety technical inspection can be used to compete in Super Touring. “Production” vehicle models are those manufactured by an automobile manufacturer and must be approved for street use by the U.S. D.O.T., T.U.V, or Japanese government. All other vehicles, as well as “kit” cars, purpose-built track/race cars, and tube-frame vehicles are considered “Non-Production” vehicles, and will be assessed the “Non-Production Vehicle” Modification Factor listed in 7.4.2 unless the vehicle model is listed in Section 7.5 of these rules, and has been approved to compete under “Production” vehicle status. Alternately, a competitor with a vehicle originally qualified as a “Production” model may use the Modification Factor assessment for “Non-Production Vehicle” to avoid all “Production vehicle only” limitations/restrictions.”
Donor Prices and Availability
Recent listings from AutoTrader.com
C5 Corvette Z06: $15,000 – $30,000
C6 Corvette Z06: $30,000 – $70,000
Dodge Viper: $48 – $148,000
Porsche GT3: $66,500 – $200,000
BMW E46 M3: $13,000 – $34,000
Nissan 370Z Nismo: $31,000 – $35,000
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Engine Specs |
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Super Touring 1 |
Adjusted Wt/HP ratio equal to, or greater than, 5.50:1 |
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Super Touring 2 |
Adjusted Wt/HP ratio equal to, or greater than, 8.00:1 |
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Super Touring 3 |
Adjusted Wt/HP ratio equal to, or greater than, 10.00:1 |
Weight
Varies by car chosen and horsepower. You can download the class calculator here:
https://www.nasaproracing.com/rules
Fuel Required
Varies by car chosen
Average Cost to Build Car
$10,000 to $20,000 depending on modifications
Average Cost to Buy Built Car
Some recent listings on RacingJunk.com
2003 Chevrolet Corvette: $25,900
2005 Chevrolet Corvette: $36,900
2005 Cadillac CTS-V: $28,000
Allison Legacy: $13,000
2008 Thunder Roadster: $10,900
SuperTruck: $15,000
Typical Modifications
Vehicle modifications are virtually unlimited, but certain modifications incur additional “modification factors” that affect the horsepower-to-weight ratio. No active aero devices allowed, no nitrous oxide, up to 250 pounds of ballast permitted.
Cost Analysis
Average cost to run a weekend — $1,500 to $2,500 all in, travel, entry fees, brakes, tires, fuel, food and lodging. And beer.
Consumables Prices
Tires, brands and prices
Tire sizes vary greatly, but here’s a sampling of popular sizes and brands:
Toyo Proxes RR P275/35-ZR18: $285
Toyo Proxes RS1 335/710-R18: $420
Hoosier A7 P345/35-ZR18: $437
Hoosier R7 P345/35-ZR18: $437
Brakes, brands and prices
Hawk DTC 70: $300 – $350
Hawk DTC 60: $200 – $300
Available contingencies
Toyo Tires, Hawk Performance, Maxxis Tires, Winding Road Racing, Ford Performance, Neo Motorsport, AST Suspension, Hoosier Racing Tires, BFGoodrich Tires, Spec Clutches, Sampson Racing Communications, Frozen Rotors, Injector Pulse.
Factory Participation
Ford Performance, Nissan Motorsports
Benefits
Fast, fair competition with rules that allow for creativity and innovation with a variety of cars.
Challenges
The rule set takes some serious study to get the most out of it. Super Touring is not a class for the budget conscious. The cars aren’t cheap and neither are the consumables.
Rulebook Highlights
Sequential, paddle shift/semi-automatic, and dog-ring/straight-cut gears (i.e. non- synchromesh) transmissions are permitted, but will be assessed via the “Adjusted Weight/Power Ratio” formula regardless of whether they are OEM or not.
Tire and wheel size are unlimited, but non-DOT approved tires will be assessed via the “Adjusted Weight/Power Ratio”. Tire treatments and softeners are not permitted.
Any hardware that allows a competitor or crew member to wirelessly or directly connect to the ECU (or alter ECU maps) at any time during competition or post-competition impound is strictly prohibited, regardless of whether such hardware is external or internal to the ECU, and regardless of the direction of data flow.
A rear wing (or rear spoiler for wagon-style bodies) may not exceed a height of eight (8) inches above the roof-line (or OEM windshield height for convertibles).
Relocation of suspension mounting points is permitted, provided that the modifications do not violate any of the other rules above. One possible method is via the use of modified mounting point brackets attached to OEM mounting locations.
Modification and/or relocation of components of the firewall with engine relocation ten (10) inches or less (ie. no mid or rear engine conversion) is permitted, but is significantly limited by the requirement to retain the unmodified transmission tunnel and floor pan.
Modifications of the floor pan for purposes of exhaust clearance only, and/or the rocker panel for side exit exhaust only are permitted and will be assessed a Modification Factor in the “Adjusted Weight/Power Ratio”.
What Racers Say
Oli Thordarsen, NASA SoCal
“I love the guys I race with in Super Touring. I originally came for the racing, but I stay for the camaraderie of the tight-knit community we have. The racing is close and fierce, but almost always clean and fair. My buddies off the track are determined and spirited in the race. Once back in the compound we are talking smack while helping each other prep our cars for the next session.
The cars are surprisingly well matched in terms of performance, and that makes for good racing. There is nothing like having a car that can do 150 mph in the faster sections, but still grip with the best of the cars in the turns. In ST2, the cars are fast enough to create a major pucker factor, yet reasonably affordable to race, if that is not an oxymoron.”
George Smith, NASA Utah
“Super Touring has a great power-to-weight formula that allows more powerful cars the opportunity to participate on an even playing field. With weight or horsepower performance adjustments for capabilities like sequential shift transmissions, AWD, FWD, tube frame cars, etc., drivers are not forced into the unlimited category, racing against exotics with no chance of winning.
With three levels of Super Touring, most drivers can find a horsepower to weight category that is achievable and with adjustments for mechanical and aero packages. It keeps the class relatively affordable for drivers. The adjustment for DOT tires vs. slicks is especially interesting and adds quite a bit of strategy to how each driver approaches the events.”
Benjamin Lesnak, NASA Northeast
“I like the cars. Generally some of the coolest looking cars are in this class. I also like the idea that the class rules promote a pretty even playing field, largely based on power to weight and allow a pretty decent amount of tinkering to be done to the car. Despite the variation in cars and hardware, the racing can be quite close, which makes it fun.
Look at what cars/drivers have been successful and the development that was involved. Understand your car, address its warts and build on its strengths. Like other NASA classes, you generally cannot simply bolt on some parts and be successful. It will take some time to develop a car and your driving but the process is quite rewarding.”
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