With the addition of cars from classes such as super stock, NPP tech will work with each team in order to accommodate their needs in maintaining legality while running with the NPP Late Model Series. Some of these cars will have different transmissions, some may have leaf springs instead of a 3 link, and these designs will be permitted at the techs discretion.

(updated February, 14, 2018)

Stock appearing bodies only.   No wedge bodies or wedge noses. No flat sided slab bodies.  Five Star stock appearing ABC style bodies are the only approved bodies for this series. The left side door must be within 2” of the door bars. Aluminum or steel sides may be used as long as they conform to Five Star original specifications.  If you have any question about configurations, please call first.

The only approved front clip is a 1970-1/2 to 1981 Camaro/Firebird GM F car sub frame. This frame must remain stock unaltered except the cross member can be cut for the fuel pump and oil pan clearance. The upper A-arms can be moved to accept the approved upper A-arms. The lower pickup points for the lower A-arm must remain stock OEM dimensions. The rear part of the frame can be cut to mate to the fabricated frame but cannot be cut forward of where the frame curves down at the rear.  Simply you can cut the rear uni-body supports but cannot cut forward of where the frame starts to curve upwards.  The frame must remain stock from that point forwards. The spring pockets can be boxed in if coil overs are used.  Stock front clip must be a minimum of .100” thick.  Stock front clip must be maintained as manufactured.  Clip can be cut forward of front steering box and idler armholes. The rear of the clip must remain stock to the bottom side of the rear rails.  Clip may be notched for oil pan clearance and for the fuel pump only.  Only one side of the cross member may be notched. If you notch the top, the bottom must remain stock untouched, or vice versa. 
Stock or tubular OEM dimension lower A-arms location must remain unaltered. Top upper A-arm mounts may be relocated to accept tubular upper A-arms of varying lengths. The clip may be boxed to stiffen the spring pocket if conventional coils are used, or you may box over the opening if coil overs are used.  Jacking bolts are allowed.  The frame may be notched for coil over or shock clearance.

108” wheel base minimum, 109” maximum as measured on the RIGHT SIDE of the car at ride height after the race.  Fabricated frames are allowed from the end of the front clip to the back of the car only. 

Frame construction is as follows:
LS frame rail must be a minimum of 2X3 .120 wall rectangular tubing. 
RS rail must be a minimum of 2X3 .100 wall tube. Rear clip from the drivers rearward can be a minimum of 2X2 .083 wall tube.  No round tube chassis.  6-point roll cage must be securely welded to the frame and gusseted at the stress points.

Construction is as follows:
Main cage must be a minimum of 1.75” OD tube with a wall thickness of .090.  The main rear cage hoop must be welded to the frame at a 90 degree angle (no lay back cages) and at a minimum of 19” from the axle centre line measured center of the tube to the center of the rear end housing. Front and rear down tubes to the front and rear clip from the main cage must be of a minimum 1.75” OD .065 wall thickness.  Cross braces and additional supports are at the builder’s discretion.  The car must have four 1.75” OD .090 wall thickness door bars.  Plating of door bars is mandatory, must be plated with a minimum .060 steel plate and must be welded in place. A steel floor plan must be used and maintain a minimum thickness of .060”.  Interior sheet metal around the drivers feet, tunnel, and directly behind the seat must be a minimum 22 gauge steel. All other interior sheet metal can be either steel or aluminum. Driver compartment must be completely sealed off from the underside of the car. Left side frame rail is defined as the outermost left side rail and the right side is the outermost right side frame rail. Chassis may be constructed as a straight rail or of perimeter design.  Both the right and left frame rail must run parallel to the center-line of the car.  The left side must kick out to run parallel to the left side door bars and then kick inwards to the center-line and tie the front and rear clip together.  This frame rail must be within 7” of the outside of the left door bars and be a minimum of 64” long.  The right side frame rail must run straight to connect the stock right side frame rail and the rear clip or be of perimeter design and extend out towards the right of the car.  The right side frame rail cannot extend to the left past the inside of the stock right side clip.  Minimum width of the frame measured from the outside rail of the stock front clip on the right side, the frame width must be a minimum of 49” measured to the outside of the left rail. On the main roll cage the dash bar and the bar behind the seat that connect the left and right roll cage together must extend full length and be a minimum 1.75” od  X .095 thick tubing.  The cage must also have a bar extending from the dash bar to the top of the cage at the front located in the middle, left to right, and be 1.5” X .065 minimum.  Three right side door bars or an X in place of the door bars must be used and constructed of 1.75” X .095 tubing. Door bars must be plated with a minimum .060 steel plate on the bottom 3 door bars down to the frame and extend the full width of the roll cage.  The steel plate must also extend forward past the drivers feet and tie into the frame rail and the mandatory 1.75” X .095 tube that protect the driver’s feet.
Interior sheet metal must be of open cockpit design.  No boxed in cabs.  The interior must be built so as not to direct wind in an advantageous manner. 

The interior must be constructed as follows:

  • The car must have a full dash that extends the full width from the left to right doors.  The top of the dash must be flush with the top of the doors and extend forward to match the back of the hood.
  • The steel tunnel must come up from the floor pan and extend upwards pasts the top of the transmission and then curve to the right over the top.  From there the sheet metal must slope upwards at an angle to the top of the X or the doors bars on the right side.  The rear sheet metal behind the driver must extend straight up to the top of the doors and then run flat along the door and quarter panel tops and meet the rear deck lid.  The top of the dash and the rear sheet metal must be flat and not direct air in anyway.

Aftermarket upper A-arms are allowed of varying lengths with varying ball joint mount angles. Steel cross shafts only.  Either stock lower A-arms or fabricated lower A-arms that measure exactly the same as stock OEM must be used.  Fabricated lower A-arm must be made of a minimum 1.25” OD X .100 steel tube.  Stock style lower bushings only.  Steel bushings allowed. Ball joints of varying lengths, both upper and lower are permissible in order to correct front end geometry.  Stock type steering only.  Stock steering boxes only.  No rack and pinion.  Steering quickeners are allowed.  Pitman arm, center link, and idler arm may be changed to correct steering geometry and ackerman.  Bending of components for bump steer with exception of lower control arms, is allowed.  Spindles and hubs must be stock OEM unaltered with the exception of the spindle tapers that are allowed to be reamed and spindles may be slotted for quick ackerman adjustment.  The tie rod hole can be drilled to accept a bolt for an aftermarket tie rod.  Stock OEM cast iron front hubs only.  Hubs may be drilled to change the bolt pattern and stud size, but otherwise must remain unaltered.  No Pinto spindles.  No drilling of rotors or hubs for lightening.  Minimum weight of spindle and hub assembly is 35 lbs. unless an approved direct replacement tubular spindle is used.  An aftermarket spindle must maintain the exact measurements of its stock replacement, including pin diameter and pin height (drop).  Currently there is only one aftermarket tubular spindle approved for use.  It is a direct replacement for the GM # 2 spindle.  The part # is ALI#2.  No wide 5 hubs allowed.
Sway bars are optional.

If you want to use front suspension parts other than what is described, or make your own spindles or lower A-arms, they must be submitted to NPP for approval before use.  To gain approval, the fabricated part must be submitted.  The parts will be measured and checked.  Then and only then will the part be approved for use.  The approval for use is solely at the discretion of the NPP Late Model Series.

*Approved aftermarket steel front hubs are now allowed with an aftermarket 11.75 X 1.25 bolt on brake rotor.  These hubs must fit on a stock measurement GM spindle.  Height, inclination, and drop must be identical to stock.  There are currently only 2 approved tubular aftermarket spindles.  Both copy the GM #2 spindle.  One uses a stock style pin, the other a Vogel/Howe style pin.  The approved hub and spindles are manufactured by Alien Race Cars Inc.  Other hub and spindle combinations may be used but must meet all criteria and must be submitted for approval before use.*

Rear suspension must be of 3 point design.  The definition of this is 2 lower tailing arms, 1 tracking bar and 1 upper link.  Rod ends are allowed.  Lower trailing arm length must be a minimum 20” and a maximum 35”.  Pan-hard bar or j bar may be used.  Upper link is 20” minimum and 46” maximum and may be mounted laterally within 6” of center of the rear end housing on the rear end, while there is no restriction on where the pick up point on the front of the upper link can be placed other than the total link length restriction.  All lengths are measured from center of rod end to center of rod end. 
One rubber brake snubber and one pull bar may be used in place of a solid bar.  The individual brake snubber may be mounted anywhere on the rear end. The pull bar must follow the same length and position rules as a solid upper link. Rubber snubber use can be paired with a single 9010 shock to control axle wrap under brake torque.
Coil springs mounted in the rear of the car can be mounted behind the rear end housing, on top of the housing, in front of the housing, or on the trailing arm. 
Coil over suspension is allowed, a dummy shock/slider with zero dampening ability may be used to separate shock and coil location in place of using a weight jacking bolt for setting spring pre load and ride heights on the rear coil springs.
All suspension brackets must be clamped or welded solid, including brake mounts.  No floating rear suspension.  All rear suspension mounts and brackets must be made of steel. Upper link assembly can be aluminum.
Stock type rear end must be used and must have floater style hubs.  Steel hubs only.  Aluminum drive flanges allowed.  No wide 5 hubs.  No quick change rear ends allowed.  Fully locked rear ends only.  No Detroit lockers, gold tracks or any other limited slip devices allowed.
No aluminum or carbon fiber drive shafts.  Steel only.
All coil springs must be made of steel, and be linear in rate with two ground ends, no exotic materials. No progressive springs, although, urethane/rubber suspension limiters may be used on the right front corner of the car.

To clarify: there is allowed one coil spring system, and one shock that is permitted to run external urethane or rubber travel limiter on the right side. On the left side, one coil spring and one shock may be used, no rubber or urethane suspension limiter for compression. No internal bump stops in shocks. In the rear of the car, you may have one coil spring, and one functional shock, with the option for one dummy shock that acts as a slider (again, with no dampening ability), to help position the spring and set its pre-load when it is mounted separately from the shock used for dampening.

Steel bodied shocks only.  Externally adjustable shocks are not allowed.  Low pressure or high pressure shocks are permitted.  Schrader valves are allowed.  Shocks cannot exceed $200 Canadian dollars retail each.  The definition of retail is that every racer could purchase these shocks for a price of $200 plus taxes. No threaded body shocks. Aluminum coil kits are allowed to adapt a shock into a coil over. No remote reservoir shocks allowed. Shocks must collapse completely with springs removed. No air spring shocks. No rotating inertia dampening devices or rotating devices inside of shock. No cross connected shocks. No rod-through shocks. No more than one functioning shock per side.

Aftermarket brake pedal and master cylinders allowed.  One brake balance bar and one proportioning valve only.  Four wheel working brakes mandatory at all times.  The RF brake must be in working condition at all times.  A proportioning valve in the RF may be used, but a shut off valve may not be used.  Stock OEM unaltered front brake rotors with the exception of re-drilling for bolt pattern.  Rear brake rotors must be steel minimum 11.75” diameter with a minimum thickness of .800”.  No scalloped rotors.  No drilling of rotors.  No rear brake floaters.  Calipers must be solidly attached to the housing.

The pot, pumpkin, case, or what ever you want to call it, must be made out of steel.  Aluminum spools are allowed. No cambered style rear ends.

Engine placement: #1 spark plug must line up within 1” behind of lower ball joints, no futher, no exceptions.

Late model cars will be powered by:
Cast Iron Block:           Maximum overbore 4.060

Cast Iron Heads:          Chevrolet heads must be 23°   +1° or -1°, no raised intake ports.

Crank Stroke:              Dodge      3.580 maximum
                                    Chevrolet 3.500 maximum
                                    Ford         3.500 maximum

Cam Shafts:                  No roller or mushroom cams allowed.

Intake Manifolds:          Single or dual plane allowed, no tunnel ram style allowed.

Oil Systems:                 No dry sump or in pan dry sumps allowed, wet sump only.

Headers:                       Conventional, cross-over and 1800 allowed, exhaust exiting away
                                    and behind the driver.

Mufflers:                       Mandatory

The only carburetor authorized for use is the NPP spec serial # Willy's 750 modified carb. This carburetor must be used as produced. No material of any kind may be added to, removed from or repositioned from the original manufacturers condition. No alteration of serial # in any way, shape or form.

Two gaskets, maximum .065 thickness may be used to install the carburetor to the intake manifold with a 1” open aluminium spacer between the carburetor and the intake manifold.  No material of any kind may be added to, removed from or repositioned from the original manufactured spacer.  The spacer must be used as produced.  No other spacer can be used. The two front carb studs must be drilled for sealing.

Tex T101 (4 speed)  Muncie, T-10 or Saginaw 3 or 4 speed transmissions only.  A minimum of 3 forward gears and reverse must be working and usable in the transmission. If transmission is a 4 speed all 4 gears must be working. Heavy duty steel bellhousings only must be used.  No lightweight steel bell housings. Minimum bellhousing weight is 25lbs. Starter must remain in stock location. Lightweight racing transmissions may not be used. No automatics.

An approved racing style fuel cell must be used.  An internal breather rollover valve must be installed.  22 gallon US maximum.  A steel can of no less than 20 gauge must be made around the fuel cell bladder.  A 1”x 1” steel square tube cage must encase the steel can and mount solidly to the rear frame of the car.  Fuel cell height must be a minimum 12” from the ground and be mounted behind the rear end housing. No methanol.

Bead lock wheels allowed.  10” rim width. 15" RIM diameter. Steel wheels only. Wheel weight must be a minimum 20 lbs. 1” wheel nuts mandatory. Wheel backspacing must be the same. Wheel spacers may be used, wheel spacing at the front must not add up to more than 2” at the front, and not add up to more than 1” at the rear.

American Racer 28.5/11.0-15BT, 29.0/11.0-15BT, and 88.0/11.0-15BT will be the approved NPP tires for the 2019 season and will be allowed to run in the 2018 season. Leftover Goodyear and Hoosier tires will be grandfathered in, but must be used up before the end of this racing year. The approved American Racer tires may be purchased at Northern Provincial Pipelines Ltd., just ask for Dwight.

All cars must weigh 3100 lbs minimum, with driver, with fuel. Fuel can be added after the race to meet weight requirements.  All weights are with the car, driver and full of fuel.


Cars will be weighed after the race and must meet posted weights.  There will be no provisions for fuel burned during the race, however fuel can be added after the race to bring the car up to total weight if need be. If you think you will be underweight, please be prepared to add fuel. Do not add weight or fuel to the car until instructed to do so by the tech man. Only one crew member per car will be allowed in the tech area after the race.  Only that one person is allowed to add fuel to the car.  That one crew member may also observe the scale weights of their car only.  Once your car is weighed, you must leave the scaling area. Your car may be detained for further inspection after it is weighed.  The penalty for not meeting the weight requirements will be the loss of points and money for the night. If anyone is caught adding weight other than fuel to the car the penalty will be loss of points and money for that night plus all points earned in the year to that point.  If your car is involved in a wreck and parts are missing, a provision will be allowed for that but is at the techs discretion.

Seat belts can be a maximum of 3 years old. (Highly recommend replacement after 2 years.)  Roll bar padding must be used around any bar that the drivers head can come in contact with.

The tech has the right to inspect any car at any time before, or after the race. If you refuse technical inspection you will be disqualified, if you abuse the officials you will be disqualified and suspended.  Verbal abuse of racing officials of NPP series or at the track will not be tolerated. The purpose of the rules is not to disqualify anyone, our aim to make performance based on driver, crew and knowledge, not having the most expensive equipment.


All cars must be built within the spirit of the rules.  Just because it is not spelled out and not written in the rules doesn’t mean you can do it.  All rules and interpretation of these rules are based on the decision of the majority of drivers and the Tech committee.  The purpose of the rules above are to keep the cars equal.  Car performance will be decided by the driver and crew’s ability and not by a competitor that has a car that outclassed the field.  Anything deemed exotic by the tech man might be ruled as illegal.  The tech committee has the right to change or modify any rules at their discretion.  All rules are interpreted at the tech mans discretion.  The interpretation of these rules may differ from the tech man and competitor so if there any doubt….. ask first.  Misinterpretation of the rules by competitors often creates problems.  If you are in doubt of any rules please call for interpretation before you do it.  Ignorance of the rules is no excuse.  The purpose of these rules is to make all the cars equal and alike.

Under special circumstances, exceptions to these rules may be made to allow ‘older’ cars to compete that do not exactly conform to the NPP Series rulebook.  Exceptions for these ‘older’ cars to run in the NPP Late Model Series are totally at the Tech man’s discretion.  Exceptions will be made especially to owners of the many ‘former’ NPP Late Model Series cars that have been competing in various racing divisions in Alberta, British Columbia and Saskatchewan.  These cars are always welcome back to run in any NPP Late Model Series event provided no exotic changes have been made.