Forum Replies Created
- Posts
@Bill Ray wrote:
Angie:
Since you were not at the meeting, let me fill you in.
The weights for the Pro 125 class are:Red karts – 385
Blueish,greenish, silverish karts – 415
Orange framed karts – 445
Red frame white bodywork – 415
Black karts – 415You can print that, I am sure that is what was voted.
Bill
The orange karts at 445, you aren’t trying to slow us down are you Bill!! 😆 I may ahve to talk with the team about getting the karts powder coated red!
The silencer is open on the ICc in the SKUSA rule book. It just says that it must be of simlar size as OEM. The pipe has to homologated.
Rod
We chose the WKA book primarly for the engine rules and any one can buy their rule book. If we wanted to use IKF rule book, we would be requiring everyone to join, some thing we did not want to do. Most of hte items you bring up revolve around the body/chassis and not the motor.
The body/chassis stuff will follow the same basic stuff we have always followed, run what ya brung. We have always allowed the full body work (no longer allowed by IKF and the CIK stuff. We have always gone by the 55″ width, even though both you and I know that may not be how wide you want to run and we have always allowed what ever tire they want on the rear. If those guys who run 7.1 width on a junior 1 haven’t figgured out that is too much tire, well, we need to let them know they could be faster if they went narrower.
We are outlaws here, always have been, always will be. It’s still the wild west!
Jon
As far as the 2004 SKUSA rules, we don’t know what they are yet. But we do know there will be few changes for this year. We had to pick somebodies rules and since SKUSA lets anyone have them through downloading, it looked like they will be the best to follow. Once we see them, (I hope its soon) we can then decide if we need to modify them for our local condidtions or not.
As far as tires go, in the long run, a spec tire saves a racer money in that you don’t have to test each tire brand to find the “best”. And what works at Bandimere may not work as well at IMI. So if you really want to win the brass nut, you will test several tire compounds to determine the best. A spec tire removes one expensive variable to test.
But I do understand that for many racers, they buy tires based purely on costs. If a set of MG’s are 25$ cheaper than B’stones, then they feel they just saved $25 bucks. But each tire requires a different setup. And for the racers that run a series that has a spec tire, like SKUSA always has been and Stars will be, it means more testing.
But I also understand that each dealer, wants to sell tires. And not every dealer can sell the same tires. Our dealers have to be able to make a buck so we end up with open tires. I do like the idea of a spec tire for a particular class. It solves a couple of the problems I mentioned and still lets everyone sell the brand they are dealing. The B’stones are not the best, but if everyone is on the same rotten tires, then its even.
Rodney
There is just no way to gage if there are any who blew off the entire series because they missed the first one. I can guess, but so can you. And I think we both would be right. 😆 There were also many who did join after the first race who didn’t do the first one.
For us, there is only one reason to do the CSC races, because they are big and fun. Without a doubt, they were the biggest races in the state and had the best competition. Even if they didn’t do any championship at all, we would still do them for that reason. As Rich pointed out, we race for the fun of racing. If we get a nice trophy and a couple of bucks, well that just makes it that much better.
Rich
I am a huge fan of temp races. But they are very expensive to put on and consume tons of time. Without a sponsor to pick up the tab, or a tremendous amount of donated services, they just don’t work. Any one who wants to do one, has my support and some of my time promoting it but I can’t do much more than that.
There have been many arguments put forth concerning drop or not to drop. I did a little look back to see what would have happened if we had a drop last year.
Of the 51 top 5 positions, a drop would have changed 7 spots.
In Pro 125, Jeff Welch would have been 2nd and Kyle Ray would have been 3rd.
In TaG Junior, we would have had a new champion, Corey Seip would be the winner and Marc Elliot would be 2nd.
In Junior 1, Aaron Thompson would have moved up from 5th to 4th and Cole MacEwen would have moved down to 5th.
The biggest changes would have been in Kid Karts. Alec Thompson would have moved from 3rd to 1st. Casey Flemming from 1st to 2nd, Kalee Flemming from 2nd to 4th and Conner New from 4th to 3rd.
In all other classes and postions, there would be no change with the addition of drops.
All of these changes except one are the result of missed races. Only in TaG junior race did both drivers attend all the races. All other changes were the result of missed races. In other words, racers who did not support the entire series moved ahead of racers who did if we had allowed drops. In all missed race cases, a racer who did not do the entire series moved ahead of a racer who did all the events.
My conclusion, the addition of drops mostly benifits those racers who do not support the entire series, not the racer who has a bad day.
Kurt
Get me a e mail address for them. I will add them to my press release list. By the way, the link ends up at a golf web site!
As far as the schedule goes, its was impossible not to have some conflicts. There are just so many sundays in a year. The first restrictions were from the track owners themselves. All three tracks have dates which they can not have races. GJ and IMI offer motorcross events and they couldn’t/didn’t want to have CSC events on the same weeeknds. Bandimere is closed certain weeeknds over the summer like during the NHRA Mile High Nationals. We had a PMT in GJ. Neither of the local tracks want to have an event on the major holiday weekends during the summer, they are big rental weekends for them. And whether we want to admit it or not, it is the rentals that keep them in operation so that we have a place to race. Take all the weekends that we can’t have races, it doesn’t leave many dates.
Next we looked at the SKUSA PMT schedule. As we have many local racers who do them, we needed to work around those dates. By the time we got done looking at the exclusions, (don’t forget the USGP) there weren’t many weekends left.
I was fortunate to watch the track owners in action developing the schedule. The spririt of cooporation was beyond belief. More than once I heard, ” That date would work better for you? OK, I’ll move mine, its no big deal.” We should thank every one of them, Brad, JB and Stacey for the hard work they are doing. They can’t work around every date in the country or in the state, but they did the best they could given the situation.
John
You are quite right. I too have talked with Paul, and he has told me the very same things. (At least he tells the same lies to everyone 😆 ) But I can also back that up with the extensive dyno testing our team, KGB, has done on 3 different ICC engines. They have found that both the Pavesi and the TM vary quite a bit stock. The TM more than the Pavesi. They can be as much as 4hp down. So they do need a tuner to make then top notch. I can say that the CRS engine appears to be much closer and the factory tuned engines do not appear to need any blueprinting.
Our Pro class will continue to see top caliber drivers and engine packages. Of course we will be using top level ICC engine packages and I’m sure many others will also. We will continue to see Swedetechs and other SP level moto engines as well. The stock, out of the box ICC engines will be at a disadvantage to the rest. But a blueprinted big carb ICC will deliver much more power than a top level moto because it is basically a Formula C engine and they can put out close to 50hp (Paul’s numbers again)
The bottom line is, a top level ICC in CIK trim and a top level moto package are fairly close. Close enough that I think it will be the better driver that puts it in front.
Doug
The reason AJ and my son Jeff were in the back at Bandimere that day was because the other guys all straight lined the chicane going up the hill. It had nothing to do with the motor. The second trip to Bandimere, Ryan Bailey was running the 30mm and he was all over and faster than Kyle who did win. Did you happen to see the prefinal the second time to Bandimere? It was a 4 kart train at the stripe and a 30mm ICC was right in the thick of it.
The Pro class is going to be full of very fast young drivers. Both my kids will be there and I’m sure both Scarrberrys and Ray will be there. Add in AJ and Ryan, that is certainly the start of one very fast class.
Our team, KGB has done extensive dyno testing with motos and ICC in various configurations. The ICC to CIK spec (30mm carb and homologated exhaust) is very, very close to a full tilt SP level moto. The major differences are the moto has much more torque while the ICC has a broader powerband (it revs significantly higher). Allowing the big carb takes the ICC to a whole different level. It produces 3 to 4 more hp than our best moto package. An average ICC as from the out of the box will not be competitve with a moto, they do need the services of a tuner. But a fully tuned ICC will more than compete with a moto.
Doug
If you listen to many over of e karting forums, the ICC with a 30mm carb have a clear advantage over the motos! I do know that an ICC done right with the big carb, a new pipe and the head is much faster than the moto. An ICC in full CIK trim, is very, very close to the moto. I am pushing for the ICC to be kept in full CIK trim, 30mm carb homologated pipe/ silencer and head volume. In that trim, I think the two engines will be very, very close.
By the way, I have switched to a CRS engine package. I too would like to see the 375 weight as I have 50+ pounds of lead on my karts and I’m tired of lifting that much weight!
I have read the WKA rule book several times concerning the Animal. It appears to me that while it is a methanol class, most of the specs are stock, stock, stock. The only exception is the cam and from several builders I have talked too, if we keep the cams stock (not ground) and run the thing on gas, then the WKA rules will result in an engine that will produce about 10hp unrestricted. As we all know, that is almost identical to an unrestricted stock (WKA rules) flat head on methanol. The main reason we run unrestricted here in Colorado is because of our altitude. That is restrictor enough 😆
The Comer 80 produces roughly 9 hp so it is at a disadvantage at this altitude. However, we can get it very close. If we run the Briggs at 240, that is roughly 24#/hp. If we reduce the Comer to 220, it comes in at 24.4#/hp. The difference at that weight is almost negliable. The lighter kids could run the Comer (no need to add much wieght) and the heaver kids could run a Briggs.
The problem comes in for the mini-max, at 13 hp (just a guess), it needs to weigh 312# to be even with the rest of the junior karts. So we need to determine what its real hp is and then see if the weight will work.
Barry Lewis over at Billet Preformance has sold several TM packages that will appear this year. But Kyle is right, not a single one ran locally in the CSC last year. The ICC engines didn’t win any of the championships but they did win a couple of races (Noud at IMI and Wilson at Steamboat). Both ran the big carb. There will be more this year (I have one, a CRS) but moto will still be the dominate eengine.
One thing we need to remember. The ICC engines do need to have the crank rebuilt after 30 gal of fuel. That works out to about 4 race weekends, or for us, about 2 to 3 times per year. Compare that to last year where I didn’t replace my crank in the Honda once!
