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I for one have always thought that jetting should be open. While a properly tuned engine will deliver more power than an inproperly tuned engine, a tuned engine really is more drivable throughout the power band. The two things that really change peak power are port timing and comperesion should not be allowed to be changed. I’m sure the CSC will adopt the TaGUSA specs regarding Roitax, particularly in light of our altitude. It makes a huge difference in tuning an engine.
We will be staying with KGB chassis, why change from one of the best! What motors we are going to run is up in the air. Greg will be going to 125 but we don’t know yet whether it will be CRS ICC or moto, it all depends on what SKUSA does with S1. But he most likely will be in the Pro class for the CSC.
Jeff is off to school so he won’t be racing the early season stuff and will out of shape by summer. So we are thinking about a Sonic TaG for him when he gets back from school. Give the senior guys something to think about! Or we may just get him another 125 and have two kids in the Pro class again.
While my personal favorite is the Leopard, with your weight, you may want to give a hard look at the Biland or the Italsistem. Most likely you will not make weight with any of the packages, you are a bit on the heavy side. But so what, there are plenty more just like you. The Italsistem carries more weight because its a more powerful engine. So your weight will not much of a penality there. The Biland has more torque. Since you are going to be over weight, the increased torque of the Biland will help you come off the corners better than if you were on a Leopard or similar package.
Marc
Some FC engines do have cassette transmissions and rotary valves but not all (and not legal in the CSC). However, in the case of the Pavesi, the FC head, carb (manifold and reed cage) and pipe bolt directly to the ICC engine. In fact, those are the only differences. In that form, the engine produces close to 55 hp. Such a combination will waste the motos easily.
Just putting a big carb on a standard ICC, actually may hurt performance. With the standard ICC pipe and head configuration, you end up with too much air (slower air speed at the carb venturi) and it actually reduces power. So unless they change the pipe and head, they could actually get more power staying with the standard ICC componets and work more on tuning.
Bill
At Steamboat, AJ was running a complete ICC package, 30mm carb, air box and homologated silencer. Of the top three, he set fast lap of the race. At the first IMI race, he ran the big carb and was so far in front, we only saw his bumper at the start. At that same event, Ryan Bailey ran a CIK package and he and Jeff were dead even. I fear that if we allow the ICC to run the big carb, they will also run the Formula C head and pipe. If they do that, the moto guys will be running for what ever place is left. Just looking at the various times around the country between ProICC and Super Pro, it looks to me that they are usuall within a.1 or .2 of each other.
As it stands now, a guy can show up with a FC package and he will waste the field. that is why I want to keep hte ICC at CIK specs, something to tech to and they should be just about even.
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.
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
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.
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.
Yes, you have to subscribe to view the videos. I talked with some who have down loaded them today and they are very good. You can also get a custom DVD from kartweb if you want. Just let them know and they will burn it for you.
I have a subscription but have yet to see any of the video. I got it so Jeff could see what’s going on in karting land and some of the stuff back home. Since he has a great conection, he is downloading it and will bring it back home at break time so I get to watch. What he has watched so far, Jeff thinks it’s pretty good stuff.
The subscription is good for a full year and John puts out a lot of videos. For most of the events, there is no other way to view it without going to it.
Tha balance of the video from Steamboat is now up on http://www.kartweb.com.
Video is now up on http://www.kartweb.com from Steamboat Springs GP. I have not seen it yet but those that have say is pretty good stuff.
Call me at the shop at your convienence. 303-781-7829. I can give you some ideas of where to start and how to go about it. If you want a shifter, get a shifter. But they are one brutal animal. Unless you have driven at least an Atlantice car, you’ve never climbed into anything near as fast. To give you an idea, a 125 shifter will do a 1.07 out a Second Creek and a FF is in the 1.21 range.
