The ADRL is substantially loosening its rules governing the previously all-carbureted Pro Extreme Motorcycle (PXM) class.

ADRL Director of Technical Services Tom Grooms called it a “no brainer” to lift practically all restrictions on induction and nitrous systems beginning Sep. 1, save for limiting nitrous delivery to one nitrous nozzle per cylinder.

“It’s time we bring current available technologies into the Pro Extreme Motorcycle class,” Grooms stated in an official ADRL release. “Having the ability to mechanically progress the nitrous oxide will really help control the power that these machines create. Being able to better control the fuel and nitrous will make these machines much smoother with more repeatable performances.”

The ADRL is substantially loosening its rules governing the previously all-carbureted Pro Extreme Motorcycle (PXM) class.

ADRL Director of Technical Services Tom Grooms called it a “no brainer” to lift practically all restrictions on induction and nitrous systems beginning Sep. 1, save for limiting nitrous delivery to one nitrous nozzle per cylinder.

“It’s time we bring current available technologies into the Pro Extreme Motorcycle class,” Grooms stated in an official ADRL release. “Having the ability to mechanically progress the nitrous oxide will really help control the power that these machines create. Being able to better control the fuel and nitrous will make these machines much smoother with more repeatable performances.”

The move comes amidst rumors that the powerhouse Al-Anabi Racing Team that already campaigns at least five teams in the ADRL’s Pro Extreme and Pro Nitrous classes with strong ties to at least a couple more, is planning to enter the PXM arena with electronic-fuel-injected (EFI) Harley-Davidsons next season.

Noted PXM engine builder and Star Racing owner George Bryce confirms he is currently building four EFI-equipped Harleys, with the first scheduled to go on display in an established team’s pit space Sep. 1-6, at the NHRA’s U.S. Nationals at Indianapolis, Indiana. Though not at liberty to reveal the team he’s working with, Bryce did say he’s currently engaged in testing with rider Mantez Thompson and hopes to have Thompson enter an EFI-equipped Star Racing entry in the ADRL’s Dragstock VII Sep. 10-11, at Rockingham (NC) Dragway.

Regardless, Bryce says he thinks the timing is right to shake up the class with rule changes after points leader and record holder Ashley Owens has lost only one elimination round so far in 2010, with that one attributed to a broken transmission.

Paul Gast, team owner for Owens and a PXM rider himself, says he was surprised by the announcement, especially after being assured by Grooms just a week or so earlier that allowing EFI was not being considered by ADRL rule makers.

“I build and sell carburetors, so obviously I’m not going to be happy with it,” Gast says. “But I’m also not worried. I don’t think they’re going to come out here and run 4-ohs, at least not right away. I’ve had all kinds of EFI systems on the dyno before and none of them can match up with carburetors. They found that out in NHRA and they’re going to find that out here, too. I just feel sorry for the guys that are going to spend a lot of money changing over to EFI and chasing it before they realize it.”

The rising cost of the class is a concern for rider and team owner Monte Campbell, too, who was instrumental in introducing Pro Extreme Motorcycle to the ADRL in 2007.

“The average bike right now is probably $70-thousand to $80-thousand and requires pretty high maintenance, but these new Harleys will probably be close to $100-thousand and require even more maintenance,” Campbell says. “Right now we’ve got pretty good turnouts for an ultra-competitive field and while EFI might offer a great opportunity to some people, you have to worry about the health of the class in the long run.”

Still, Campbell stresses he’s not automatically opposed to adding EFI to the class.

“EFI could be good or it could be bad for us. It’s gone nowhere in NHRA Pro Stock (Motorcycle), but it may be a very different story when you add nitrous to the mix. And I know the cars are starting to see some success with it, but they’re not operating in the 10,000- to 13,000-rpm range where PXM engines are most happy,” he says. “The main thing that concerns me is if we start seeing more carnage and it slows down the program. That would not be good.”

And that’s also a no brainer.