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I have lots of mixed feelings about the blue flag. In Stars, Rotax Grand Nationals and the old Pro Moto Tour, the blue flag is used as a removal flag. Some heed it, some don’t. When they don’t, it usually screws up the race for the leaders. On our first year of the tour, we never saw the checker flag in a main evetn. We were always blue flageded off. We felt cheated as we paid our money, why not get all our laps?
Now that we are usually towards the front, I would love to see the blue flag used as a removal flag. But, I still feel its fundamentally unfair to those racers who, for what ever reason, find them selves being lapped. For example, in last weeks TaG club race at The Track, there would only have been 4 karts on the track at the end. Boring and unfair so I do not advocate using the blue flag to remove racers.
I’ve no doubt that most guys being lapped want to let the leaders past. But the big question is, how to do it in a manner that is safe for both racers? All to often I’ve seen a lapper become difficult to pass and a big lead reduced to nothing. Some guys are trying to race the leader. That maybe fine in Nextel Cup, but this is go kart racing. Let’em go.
There are a couple of other cases. A guy is following his line but his line is a bit goofy and that’s why he’s being lapped. This line, while the racer does it every time, it can be a line that is difficult to get around. This problem can be compounded in a couple of classes. In Tag classes, the motors are really fairly equal. A guy with a goofy line but a floors it on the straights can be very difficult to pass for you can’t power around him.
Another case is often found in the shifter classes. Not all motors are created equal. Some guys have a monster of a motor but park it in the corners. Combine that with a goofy line, this guy can easily hold up a racer who is two seconds a lap faster.
Any time a leader is held up by a lapper, there is a frustration level that builds up and the results are not good. The leader may give a “friendly” nudge that quickly becomes a not so friendly nudge. Worst case, the leader punts the guy off the track. Nobody wants this kind of behavior on the kart track.
A lapper that slows dramatically and trys to get out of the way often does just the opposite. Yet if he continous to go as he has, he risks holding up the leaders and getting black flaged or punted.
My suggestion to the lappers. If your shown the blue flag, unless you’re not driving past your shoes, you should be aware that faster karts are coming. The flager may show you a number of fingers, The flager is not telling you that you’re number one or two, rather he is telling you how many fast guys are coming. As a habit, when exiting corners, you can see behind you. I’m not talking about “owling” when going down a straight, but when in several areas of the track, you can look out the corner of your eye and see who’s behind you and how far back they are.
Slowing dramatically and darting to the side is clearly dangerious and should not be done. However, there is nothing wrong with lifting just a bit on the straight and pointing to one side to let them know you are expecting them to pass on that side. The racer being passed should hold his line but soft pedal the kart for a bit to let the guys by safely and quickly. I realize that this is racing, however, we are not racing for anything more that fun. There is no reason we can’t be gentleman and ladies on the track.
@dnew wrote:
Rotax guys switching to and fro to IAME Leopard motors depending on which track the next race is at.
I think the only clown who switched from a Rotax to a Leopard and back depending on which track is me. But since we are not running for the championship, what difference does it make? The only others I’m aware of to have run different motors over the course of the year are Kyle, (Motri and Leopard), Gunter (Motri and Rotax) and Mike (Rotax and Motri) Kyle was demonstrating the Motri for his team, Gunter and Mike felt their Rotax was not competitive.
There is no need to make a rule for no one is abusing what we have right now.
So, Barry and I have talked and the dyno is hot and ready to go. We got a good base 1999 already to hook up. What we have in mind is to run the 1999 first and get a base line. We would then swap out the cylinder and head, break in the new ring and see how it compares. Who wants to donate a 2001 cylinder and head?
Don
This year in the CSC. On average, the animal class has had 5.75 entries per race. The MiniMax class has had on average 5.875. Looks to me that statistically, its a draw. I’m thinking about putting together a K80 just to see how well it does.
Actually, the reason Nick is coming out is as a reward for doing so well this year. The kid has had a great season, winning two national championships. The kid has never seen the mountains and this will be a short vacation for them. This family is the type I really like to associate with, very helpful to every racer, and they don’t take themselvs to seriously. His dad is one of the really class acts and I feel very fortunate that they use our equipment.
I’m hoping that everyone here will give them the type of welcome we are known for here in Colorado. Everyone should feel free to come up and introduce yourselves to them, Nick and his dad Marty.
Oh, I alsmot forgot, the 3rd place driver in MinMax at the Rotax Grands was a kid named Bobby Ross. He is new to karting this past year and they too have one of our karts. He’s a great story for this kid really suffers from ADD and karting has given him a real place to focus. I have been around him quite a bit and this kid has a really hard time focusing, not even for a few seconds. His dad has told me that school is very difficult for him. Yet he can and does listen very intently when you talk with him about racing and once the helmet goes on, he is intensly focused. Just another thing about racing that seems to help some kids.
@Mike Jansen wrote:
That’ll shut a lot of yaps up and then perhaps we can get back to racing.
Why would we want to do that??????????? :idn: This is the internet, that’s what it’s for.
Back to the power thing. If you were at The Track, you saw Greg beat the more powerful rotary. He would lose 10 kart lengths on the straight to it but gain 12 in the twisty bits. It still comes down to kart and driver.
Brian brings up a good point on the Honda 4 cycle. Many are already looking into it and have had it on a kart for a couple of years now. There are problems. Being a motocross engine, it is not designed to run at sustained high rpm. It is built for on/off throttle conditions commonly found on a motocross track. In karting, we run high rpm constantly. There are too many reports of top end failuers, particularly in the valve train. Needless to say, when a valve stem breaks, the results are very messy.
The other problem is that being a motorcross engine, it leans forward. Given the extra tall nature of a 4 cycle, the engine gets in the way of the drivers arms.
MIke
Works for me. I should have our engine back together by the end of next week. We can use it as our test mule. Some one want to cough up a 2001 cyclinder and head?
One of my major concerns falls right in line with what Mike is saying. Perception. If the 2001 is perceived to be faster, racers will think they have to change to be fast. For example, If I build a 2001 and we go faster, some wiill think its all motor. So now they have to switch. Or worse, a guy shows up with a 1999 for one track and a 2001 for another and he runs in front at both, then the preception is that you need both to win!
One fact we always have to remember in karting, there is a very strong mentality out there that goes like this. If I had his equipment, I would win. This mentality gives no credit to the driver and less to the chassis. Yet in karting, it’s mostly driver, then chassis and lastly, motor. We see this furstration all the time, a guy buys the same equpment or last years champion’s kart and they still run in the back. They get fustrated, call every cheaters and quit.
Stacey
I agree, we do need to look at options and keep them open. I have wondered that if we go the 2001 route, how quickly do we get right back into the same situation? There is a limited supply of them. Will they have the exact same problem?
Long term, should we be thinking outside the box a bit more?
I had a conversation today that also has a direct link with Honda. In fact, the 1999 are not history. We must remember that DDR has a reason to see the 1999 go away, he doesn’t use them and doesn’t want them. He is and has been the main proponet for the 2001 all along and it’s a big part of his business.
Honda made a batch of cylinders in August. There was a problem with them. The bottom of the cylinders were not correct. My friend related to me a fax that they (Honda USA) received this morning. Honda is pushing the supplier to move up the October delivery date for 150 cylinders.
On the dyno, there is a hp advantage of the 2001 over the 1999. Particularly if the 2001 ignition is included. Its not so much more hp as it is different hp(different power curve).
My concern is a short sited push to change for short term sales when a change is not really needed for long term stability This is all to common throughout karting’s history. We should move slowly.
Actually, the DD2 is looking better every day. Stable rules package, goes like stink, comes with a warranty, electric starter, no chain. What’s not to like? I’m giving serious thought to bringing one in.
I’m trying to do something completely uncharacteristic for me. I’m trying to get more information before I say something stupid!
I can comment of a couple of points. Outside of PKC, no one is allowing 2001 stuff. One problem with them, they allow the use of 2001 ignitions and stators. The two years do not interchange and there is a slight advantage to the 2001 ignition. This also takes away a powerful tech tool, grid swaps of ignitions. We all know what happens when the ignitions get opened up. Been there before and don’t need to go back.
What I’m trying to find out is if we allow the 2001 cylinder and head but not the ignition, how comparable are the two packages? I had a talk with Dave Larson, head of Tag USA, yesterday on this subject. The rules we adopted last year came from them. He is thinking along the same lines but needs more information before giving the thumbs up.
The no more 2 cycles only from Honda only concerns new products. Honda still has one of the best part supply chains in the world. You can go buy parts from them for engines that have been out of production for 20 years or more. The big question is, Is Honda going to make 1999 cylinders? If we allow 2001, are we just using up stock or are they going to make them? Long term, should we be thinking of using one of their 4 cycle products and forget 2 cycles all togther?
