Revised February 11, 2017

Officials of the NYPA Midget Association have announced a major change in the engine rules moving into the 2017 racing season.  In an effort to continue providing a competitive affordable form of racing the NYPA Midget Association will now be allowing fuel injected “New Generation Engines” to be eligible for NYPA competition in 2017.  

The New Engine Package to include stock fuel injection: Four cycle, dual overhead cam, four valve per cylinder fuel-injected, 750cc maximum. All parts must be factory stocked and be matching U.S. make and model. No cam changes allowed. ECU remapping/flashing will be allowed.

Throughout 2017, additional race data will be collected to further study equivalency among the varying TQ midget engine platforms, including both Carbureted and Fuel Injected configurations. This data will be used to determine if any modifications will be required to maintain a fair and level playing ground for all competitors.  With the move to fuel injection, we expect carburetor motors to not only be very competitive with the fuel injection, but to compete for wins regularly. In past series carbureted motors have won consistently against stock injected motors.

Please read the FAQ and the following excerpt from the new 2017 rule book outlining the latest integration. This includes all engine options and subsequent engine rules.  Please direct any questions regarding the 2017 engine rules to the NYPA Midgets Association Official Series Director Charlie DiRosa via cell 716.353.1139 or email info@NYPAMidgets.com.


  • March , 2017 Holland International Speedway Registration Party @Holland Willows
  • T.B.D. NYPA Team & Drivers Meeting
  • April 21 – April 27, 2017 Eastern Hills Mall Car Show
  • April 22 , 2017 NYPA Tour Opening Day @Lancaster Speedway
  • April 28 – May 5, 2017 McKinley Mall Car Show
  • May 13, 2017 Open Practice @ Holland Speedway
  • May 20, 2017 NYPA Midgets NASCAR Whelen All American Series Opening Day @Holland Speedway




  • Q: If I change my engine over from carburetors to fuel injection, can I just bolt on a stock fuel injection system and get optimal performance?
    • A: No. Even with a completely stock system the map will need modification to take into account the desire for maximum performance over maximizing fuel economy and to compensate for the proper fuel type. This concept holds true for the need to re-jet stock carbureted engines as well.
  • Q: What is an ECU?
    • A: An ECU is the electronic control unit (ECU) and it is used to control engine functions. An ECU is a computer with internal pre-programmed and programmable computer chips that is not much different from a home computer or laptop. The vehicle’s engine computer ECU is used to operate the engine by using input sensors and output components to control all engine functions.
    • The ECU needs input from vehicle sensors like the crankshaft sensor and camshaft sensors to compute the information. The ECU uses a program called a fuel map, which is on a programmable memory chip. The fuel map will use the information from the sensors to compute the needed output, like the amount of fuel injected or when to spark the coil on ignition.
  • Q: What is a fuel map sensor?
    • A:  The manifold absolute pressure sensor or the fuel map sensor is one of the sensors used in an internal combustion engine’s electronic control system. Engines that use a map sensor are typically fuel injected. The manifold absolute pressure sensor provides instantaneous manifold pressure information to the ECU. The data is used to calculate air density and determine the engine’s air mass flow rate, which in turn determines the required fuel metering for optimum combustion and influence the advance or retard of ignition timing.
  • Q: What is a fuel map?
    • A: fuel map is an important process that determines the performance of the engine in the fuel injection process. Fuel injection is the process that atomizes fuel enabling it to mix better with air while in the intake runners. The finer the air fuel mixture, the more efficiently the fuel will burn and in this case efficiency equals horsepower. Modern Fuel Injection Systems inject fuel through individual injectors one per cylinder. In the past, internal combustion engines used carburetors to mix the fuel and air prior to distribution to each cylinder through an intake manifold.
  • Q: What does it mean to “remap” or “flash” my ECU
    • A: “Remapping” refers to the fuel map as explained above.  An ECU is “remapped” by plugging a computer into your ECU which can then overwrite the stock pre programmed fuel map with the new version tuning your fuel delivery based on a number of factors including RPM, Throttle Position and O2 sensor readings. 
  • Q:  Can I use an aftermarket fuel management system such as the DynaJet Power Commander, Dobek Performance EJK Controller, TFI – GEN 2, DynaTek FI Controller, Cobra Fi2000R, or Bazzaz Z FI?
    • A: No. There are no aftermarket fuel management systems allowed at this time.  
  • Q: Will I have to add weight to my car if I choose to race a fuel injected engine?
    • A: No additional weight penalties will be in effect for drivers opting for fuel injected engines at this time. This is subject to change at any time  based on accumulated data.
  • Q: Are aftermarket injectors or other fuel components allowed?
    • A: No only stock or OEM replacement parts will be allowed.
  • Q: What are the pros and cons of using fuel injection?
    • Fuel Economy. Because it can be more precisely controlled through the engine’s ECU, fuel injection results in more efficient use of fuel, reduced fuel consumption, and fewer emissions.
    • Power and performance. Again, because fuel injection and modern electronic controls are more accurate, fuel delivery can be tuned to match driver demand. Carburetors are precise, but not accurate, in that they cannot account for changes in air or fuel temperature or atmospheric pressure the same way electronic fuel injection can.
    • Cost and complexity. Being purely mechanical devices, carburetors have had it hands down over fuel injection with regard to cost and complexity. With a can of carburetor cleaner, simple hand tools and maybe a few spare parts, you can rebuild a carburetor, however much like any technology as it advances it gets cheaper and easier to use and or understand. We are moving into an age where carburetors are becoming obsolete and more costly to run simply because they are becoming harder to find as today’s production motorcycles all come from the factory with electronic fuel injection with motors designed to run on fuel injection.
  • Q: Are rifled/vortex velocity stacks allowed?
    • A: Only unaltered stock velocity stacks can be used. No spiral cutting or rifling of any kind is permitted. No vortex inserts will be allowed.  

2017 NYPA Midget Engine Rules

New Generation Engines

  • The intention of the new generation class of engine is to allow a competitor to be competitive while using a basically stock engine. The following new generation engines must use all stock parts as originally manufactured and retain stock bore, stroke, and all transmission gears with exceptions for adjustable cam gears and aftermarket cam chain tensioners.  Oil pans may be cut, modified or an aftermarket pan may be used to facilitate the installation of the engine into a TQ Midget. No dry sump systems are allowed.  The minimum installed height of the engine is 8” as measured from the center of the countershaft to the bottom of the chassis.
  • Modifications to allow the use of external oil coolers are allowed.  
  • Other exceptions may be called out under each model engine.  Deck heights are mandates for the 04/05 GSXR750 engine and will be checked with the club’s custom made measuring tools.  These tools measure the height from the top of the piston to the top of the spark plug tower.  No other way of measuring will be allowed.  Base gaskets or head gaskets may he added to bring this measurement within spec. If you are unsure of your measurement please ask an NYPAMA official for help.  All engines can use a CV type carburetor, Kiehein or Mikuni BDSR. Stock fuel injection is also allowed including velocity stacks.

1996-2003 Kawasaki ZX-7R

  • This engine must use all stock internal parts except as noted above and the valves may be replaced with aftermarket stainless steel and all the valve springs may be replaced with aftermarket springs or shimmed.  Valve jobs are allowed however no metal may be removed from beyond the valve seat.
  • No metal removal from anywhere on the engine except metal may be removed from the surface of the head to raise compression.
  • All engine parts must have the factory markings/model codes from the 1996-2003 Kawasaki ZX-7.  No intermixing of parts from other engines.  
  • Stock or DYNA 2000 ignition may be used.  No other ignition systems are allowed.

1996-2003 Suzuki GSXR 750

  • This engine must use all stock internal parts except as noted.  
  • The front ignition cover of the 96-99 engines may be replaced or modified to allow the use of a Dyna ignition.  00-03 engines must use a stock ignition from 00-05 GSXR750 motorcycle only.  
  • Valve jobs are allowed but no metal may be removed beyond the valve seat.  No metal removal from anywhere on the engine except metal may be removed from the surface of the head to raise compression.  
  • All engine parts must have the factory/model codes from a 1996-1999 or 2000-2003 Suzuki GSXR 750.  No intermixing of parts from other engines except 00-05 GSXR 750 crankshafts may be used.  
  • No other ignition systems are allowed.
  • Aftermarket cam chain tensioners are allowed.
  • Adjustable cam gears are allowed.

2004-2005 Suzuki GSXR 750

  • This engine must us all stock internal parts except as noted above.  No other changes are allowed to this engine.
  • Aftermarket cam chain tensioners and adjustable cam gear are allowed.
  • Valve jobs are allowed but no metal may be removed beyond the valve seat.  No metal removal from anywhere on the engine.  No surfacing of the head is allowed.
  • All engine parts must have the factory/model codes from a 2004-2005 Suzuki GSXR 750.  No intermixing of parts from other engines.  
  • Stock ignitions from a 2000-2005 GSXR750 are the only ignition systems are allowed.  
  • This engine must remain stock.  
  • RPM Limiters must limit the maximum RPM to 14,000 on all engines.  If an NYPAMA official suspects any car is exceeding 14,000 RPM Limit the suspect car will be asked to replace their CDI box with one provided by NYPAMA and/or may be disqualified.
  • Motorcycle engines only.  Four cylinders, four stroke production motorcycle engines only.
  • Any approved motorcycle engine with more than 2 valves per cylinder 1995 or older is limited to 750CC plus 1MM overbore maximum (768 CC for Kawasaki and 772CC for Suzuki).  All aftermarket internal parts are allowed.  Only stock or DYNA 2000 ignition systems are allowed.  These engines must run on gasoline only.
  • Use of external oil coolers is allowed.
  • All multi-valve engines must start with their own power, no external batteries.  Car must be able to pull away on its own power and shift through its gears.  
  • Oil pans may be cut or modified to facilitate the installation of the engine into a TQ Midget.  Aftermarket oil pans may also be used.  
  • Engines must be located in the chassis so the distance between the center of the countershaft and the bottom of the chassis is no less than 8”.
  • Carburetors must be a CV type carb, Keihin or Mikuni only.  They are limited to 39 MM for Keihin and 39.9MM for Mikuni.  
  • Cooling systems must use water or water with a wetting agent.  Antifreeze is not allowed.  All cooling systems must have a catch can.
  • No blowers or superchargers allowed.  No forced induction of any kind.


If something is not listed in these engine rules it does not mean it is legal.  When in doubt ask; our engine rules are intended to keep all engine programs equal to each other.  

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