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While the 1999 cylinder and head are currently on back order from Honda, there are plenty of them available if a person wants one. There is NO shortage of them today. I made 5 calls on Friday of last week and found plenty of engines available and plenty of cylinders available. If a person wants a 1999, he can have one right now! There is no need to wait till May. One of the many advantages of having a supply chain with thousands of outlets! The argument to allow 2001 because of shortages is a non issue as far as I’m concerned.
Dave is changing his rules because of loopholes we are finding, ie, ways to cheat. The SKUSA rules of last year have more holes than Albert Hall as they are finding out in So-Cal.
Let me ask you, would you spend $1500 on a PI in stock case if you knew you could lose it in a grid swap? The guy who gets the cheater box gets to go like stink! (at least for that day)
A couple of years ago Mike Speed made a PI in a stock case and from looking at, you could not tell it from a stock box. Its a real problem. The best solution is to go to a spec igntion that has tech features built in to prevent tampering. I’ve talked wth Mike about that and it can be done easily. But there’s no way we can introduce such a box now.
Gary
The set of rules you posted have gone through a couple of revisions to tighten up a couple of loopholes. The final set of those rules will be up and posted on the internet with a day or two. (From right now, 7:24 am, March 8th) It may all change in a hour!!!!!!
What the CSC is going to do I have no insite to offer. I can only assume they will be some version of SKUSA’s last years rules or the new ones developed by Dave Larson and friends. Actually they are very similar except for the limitation to 1999 cylinder/head only and the inclusion of the RS boot. Dave’s group has also made provisions for “legacy” cases as a way of boosting entrants.
If I were building an engine today, I would restrict myself to the 1999 stuff, slot the stator to advance the timing, use the RCE T3 pipe with the big M4 silencer and go have fun. With the exception of the stator and pipe, you will be legal in most parts of the country including those tracks with sound issues. Grand Junction will love the M4. Even without an airbox, a stocker with the M4 is quieter than most ICCs!
Most rules makers have figured out that they have to allow slotting of the stator. The intent of the rule “not” to allow slotting is to control timing. However, its possible to “cheat” the timing by moving the trigger point on the back side of the stator and it’s impossible to detect that the trigger has been moved. The racer/engine builder who know this trick will be able to gain a pony that the racer without such abilities can not get. Better to open up the rules to allow slotting so that everyone can get that pony. Most of the better builders don’t charge for slotting anyway as it makes their job easier.
The reason for not allowing the 2001 stuff has to do with tech. The 1999 cylinder is very easy to tech as the exhaust port height is machined. It doesn’t vary more than .003″. The overall cylinder height doesn’t vary more than .001″. These numbers are well known and very easy to measure. Alterations just jump out. Even a replated cylinder is easy to find for they grow in the plating process and will be out of spec on height!
The 2001 exhaust port height is as cast and can vary .015″ or more. It opens up the class to the “magic” cylinder (one with a very low port height) and there is no way to tech for it or prevent a builder from charging big bucks for it. The magic 1999 cyclinder just doesn’t exist.
There is also a huge problem with ignitions. It is possible to get a PI (programable ignition) potted in an OEM case and without some very, very sosphisticated testing equipment, you can’t tech it. The way to prevent altered igntions is to perform grid swaps with the CDI boxes. However, 1999 and 2001 are not compatable and can not be swaped. They have already had this problem in SO-Cal. Just another reason to limit it to the 1999 only. If the tech people suspect an altered ignition, they can just come through the grid collect all the CDI boxes and redistribute them. Fair and simple.
The final nail in all this is our cylinder head profile tool. With this one tool, we can measure the cylinder head profile and overall cylinder head height. Any alterations from stock just jump out. A guy in Florida found out the hard way. The same gage also checks piston deck height. This will catch anyone who machined the cases or the crank to increase compression.
The Rules that Dave Larson (Tag USA) and company have developed are the best set of rules for spec Honda. They are fair, techable and do the best job of limiting modifications and creating a level playing field. There are no secrets.
I think we should change the weights after qualifying. If you’re too fast in qualifying, you get slapped with weight. Or maybe to boost readership of The Colorado karter, we could post the weights the night before the race.
Let the sand bagging begin!!!!!!!!!
Its a joke guys.
@RBI wrote:
Doug,
Correct me if I am wrong but your karts are made by Parolin right? Would this make your karts euro trash?
No
I do not care what color your kart is. If you need help I would help.
So do I. We did a free chassis seminar this spring for just that purpose, to help anyone who needed help regardless of what kart they drive. We will be doing another one at a track to help people, regardless of what kart they drive.
… is Mike Wilson out of the hospital yet?….
Yes, thanks for asking. He’s home, a little sore but doing fine.
I’ll fill you in tonight. I’m to pooped to write much now. But it was warmer when I arrived in Denver than when I left Florida!
Bandi, 15/27 is a fair starting point. IMI and GJ, 17/26., maybe a 27 rear in GJ. The Track, who knows? Jetting, have a selection from 155 to 176. Most of the time you will be around 160 to 168. Needle, stick it in #2 and fa’gatta’bout it.
If you want to be safe, run a 168, a little fat but it won’t hurt it. Just drive the crap out of it. Change the trany oil once and a while. At the end of the year, send it for freshing.
Old SKUSA rules allowed a 3 hole box and that would be the RLV. The euro trash stuff is all 2 or 4 hole stuff. What I’ve done is take a euro trash 2 hole and added a third hole. I used all the same stuff (air tubes etc) and it works better than any of the alternatives. It provides enough air that I can use a filter.
