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For those of you interested, I have some initial info about the next season of the Colorado Sprint Championships up on the site. Use the following link to view it.
http://www.thecoloradokarter.com/info/csc2004.htm
What do you think?
Angie 8)
A quick word about the rules. While the series will continue to be an outlaw series (not sanctioned), it is clear that we need some rules to follow. SKUSA rules are downloadable and readily available to any who want them. Same goes for Tag USA. We chose to go with WKA as opposed to IKF for the clutch kart classes because anyone can purchase a tech manual from WKA where as an IKF tech manual is only available to IKF members. There are few significant difference between IKF and WKA so switching from IKF to WKA should have minimal impact on our racers.
Which rule book we use to run the races has yet to be determined. It will be made once we have the race/tech director in place and which book he/she/it feels most comfortable with using. We wanted to get at least the basic information out so that racers could make plans for classes next year. If you wanted to purchase a new kart or selll your old, you needed to know which classes would be run. It will go forward much like last year but with some adjustments to weights and such. We are also looking hard at Tag junior to make the Rotax junior engine more competitive.
The Rotax Junior at 310 is faster than the internationals at 355 at CRE, maybe just driver, but they are quick.
@Marc wrote:
The Rotax Junior at 310 is faster than the internationals at 355 at CRE, maybe just driver, but they are quick.
That may be so, Marc, but in fact the Rotax Jr motors just couldn’t cut it against the full-on motors running at adult weight.
This may have been due to driver ability, but that’s tough to quantify.
If all shifter classes will run to SKUSA rules it need to be clarified which CSC class is which SKUSA class I assume CSC pro is equivalent to SKUSA pro. But what about novice? is that equivalent to FMX???? ( or whatever they call it in 2004)
Also will you be using the 2003 SKUSA rules. Or if you are thinking of using the 2004 rule then that means we all need to go out and get the “New 2004 SKUSA ignition”
Running to SKUSA 2004 rules seems to me that it would defeat the one of the great things about the CSC, that the rules are mostly open and very easy to comply with both mechanically and financially.
You don’t need to use any other organisations rules use your own! they are already written from last year, simple easy to adhere to and easy to tech. If you want to accomodate SKUSA drivers / teams then let the novice 125 use stock, FMX or the latest SKUSA flavor ignition.
My main comment is “if it aint broke don’t fix it!”…….just tech it!
Just wanted to thank all who put together the 1st info on the 2004 CSC. It’s nice to see we got some go getters and starting early with it.
THANKS GUYS
😀 8) 🙂The Junior TaGs are running restrictors next year, biland has one, leopards have like 3 or 4, and rotax has the junior, so that should equalize it out because the Tax JR has 22, Parilla with the 100cc has 21-21 and i do not know what the single carb biland i read about has, but brad would certainly know.
Jon
I doubt we will go lock step with SKUSA on classes. We will stick with our pro and novice classes and will definetly not go with the spec ignition. However, the basic SKUSA rules of stock bore and stroke will be applied as will the ICC rules. I want to keep the ICC closer tot he CIK rules with the 30mm carb and the CIK homologated exhaust as I feel a full on moto and properly tuned ICC are very similar and should make for great racing like we saw in Steamboat with Bobby, Sam and AJ. Allowing the big carb on the ICC takes them to another level compared to the moto.
Guest
I talked at length with Brad about the single carb Biland. Since he hasn’t seen one yet, we don’t know what the hp rating is. It is lower, but it may not bring it down as much as the restricted Leopards and Rotax junior motors. I’m sure that if we talk nice to Alex over at DNA, we can get him to dyno a couple of the different packages to see what kind of weight adjustments we need to make to make everyone equal.
Doug,
I thought Bobby was running a big carb and AJ a 30mm, I also think one of them was running an aftermarket non CIK pipe??How about the ICC carrying 10lbs more weight and leaving the carb and pipe open for the pro?
For us ICC has a lot of attractions but one of the bad things for me personally is the lack of ability to play around with things like the pipe and carb size, compression,porting etc. If I just have to bolt it on and go what am I going to do at home in between races?
A dyno run should be done for all the availble TaG motors, in pure and restricted form, so the weights are equal for next year, because it is going to be very intense in both TaG classes and proper scaling will help big time
Marc
We need to get an alternative to adding a 100# of lead to a kart when the driver is younger and smaller. That is why I am so egar to give the restricted engines a chance. Plus, we have had several calls from Dads with Rotax Junior engines who can not compete with the unrestricted Leopards and such. It is my hope that the restricted Tag junior class will attract the graduating junior 1 drivers who are not ready for an 80 shifter or the parents don’t have the money needed to run a shifter. Besides, shifters aren’t for everyone and there needs to be alternatives.
Jon
You are right, Bobby was running the big carb and the aftermarket silencer. Both of which give more power as you saw on top end. AJ was running a true ICC package, but his engine is what they call a factory tuned motor so in a sense, it was stock. It appears to me that CRS does a little better job of making their engines work than some of the others. Ryan Bailey’s motor was stock through the qualifying and pre-final but he put a big carb on for the main.
If you look at the PMT times, the full on ICC has been consistantly faster than a full on moto by about .3 to .5 seconds but you have to remember that SKUSA allowed the aftermarket silencer. I believe that an ICC in full CIK spec will be very close to a SP/S1 quality moto package. The head restricted and spec ignition moto will be somewhat less and the ICC will then have the clear advantage.
We need to get an alternative to adding a 100# of lead to a kart when the driver is younger and smaller
Thats what i said. “Pure and Restricted form” “It will be intense in both classes” I never said i wanted to have jr’s running with that weight, it should be an option if the driver is heavy, myself last year and some of them next year, but the majority should be restricted.
As for the Tax Jr’s at the first bandimere CSC race, the second fastest time was a JR in the heat race, and in the main after the rain confusion, it was a Parilla (myself, then Corken), however the Jr (Levi Roberts) broke a chain or something into the second half of the main. The third place finisher was infact a rotax JR (Wil Geyer) At all the other races, kids in Rotaxes were SR motors with weight. The majority of the races with a rotax jr had only 1 and he is new from what i have heard. Later this season, Ron Reed bought a Jr and is quite competitive at 50 lbs over, so yes, things will need to be done to equalize things out, the rotax junior is close, but as Chaz stated, and correctly stated, Jr motor is not as competitive as the SR motor at weight, so if JR’s run with all motors attempting to be at a restricted level, the gap will not be as extreme. For most of the races combined, a JR has actually won it overall, Corey in GJ, Myself in GJ, Chad Corken in AK. I will have a dyno on my rebuilt Leopard this week hopefully, and may spread the results, Jim should be able to get a Sonik on the dyno also if he pleases, and Ron Reed will probably be able to get a dyno on his Rotax JR, as for Biland, Chris should be there this weekend for the trophey so he could throw his on. There are a few consignment SR rotaxes that could be on to get results also. Then we have to get restrictors and test them.
I’m starting to think that the TaG Jr. Class will be the biggest pain mving into ’04.
The Leopard will have 3 restrictor options available, so finding the right mix of restrictors to even out the Leopard/Rotax Jr. field should be no problem. That’s great, but the Sonik will have none, although it may be possible to use or copy the Leopard restrictors. For the Biland there will be a single-carb intake coming at some point, but my conversation with Brad led me to believe that the SA250 will still produce a whomping 20+ hp with only one carb.
So, the Leopard’s a no-brainer. It remains to be seen if the Sonik importer/distributor will have the time/$$$/resources to develop a restrictor package for that motor, so we’ll just have to see there. For the Biland, we’ll just have to pile weight one them. That will suck right out loud for racers like Chad Corken for instance. Anyone of Chad’s size/weight, wanting to run a restricted Biland, will have to lay on 50-60 lbs or more. Thats not good for dad & theKid teams like many of our TaG Jr. entries. It’s also not good for the local Biland dealers as the extra weight issue could very well discourage potential sales to Jr. Teams.
The TaG Jr. class is going to be a real challenge for ’04.
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