Jay, my point exactly. How many variables are there in a drag strip? A hell of allot less than any road racetrack!!! Basically all your testing at a drag strip is how well the vehicle accelerates, that's it. The dyno chart, peak horsepower or torque, won't really tell you if one accelerates better than another. Probably a mute point, because the CRB wouldn't look at the results anyway.. Chris R.
Jay Novak <[EMAIL PROTECTED]> wrote: Absolutely, tuning the clutches is an important part of winning races in F500. That is true no matter what engine you are running. My point is that any kind of track testing has so many other variables that you need to do a back to back dyno test of the best 494 vs the best 493 to really understand the difference in the engine performance. a couple of years ago I posted Rotax factory dyno curves that showed that the 494 & the 493 engines had similar peak hp with the 493 having a broader power band with more peak torque. These dyno curves were for both engines using factory stock sled pipes. As I was never involved in any discussions with the CRB I do not actually know why they made the decision to add 50 lbs to the 493. However I suspect that the Comp Board recommended that 50 lbs should be added to the 493 because the dyno curves indicated that with 5 or 6 more ft-lbs of torque the 493 had more potential that the 494. Thanks ... Jay Novak -----Original Message----- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] On Behalf Of Chris Reinhardt Sent: Thursday, June 15, 2006 2:57 PM To: [email protected] Subject: RE: [F500] rotax engine Jay, don't you have to tune the clutches at a road race track also to get the best results? Chris R. Jay Novak wrote: Yes that might work if you spent enough time tuning the clutchs. Thanks ... Jay Novak -----Original Message----- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] On Behalf Of Chris Reinhardt Sent: Wednesday, June 14, 2006 5:09 PM To: [email protected] Subject: RE: [F500] rotax engine Jay, isn't that part of the whole package? It can be two different cars, one with a 494, and one with the 493. Scale both cars prior and after each test. Tune on the clutches till each gets it's best run, bingo, question answered. Chris R. Jay Novak wrote: A drag strip test would not work great as the clutching for each engine is different because the power bands are different. Thanks ... Jay Novak -----Original Message----- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] On Behalf Of Chris Reinhardt Sent: Tuesday, June 13, 2006 11:34 PM To: [email protected] Subject: RE: [F500] rotax engine Jay, it would be nice is somebody did a drag strip test of both Rotax's, to see if indeed there is any performance gain in the newer motor. Chris R. Jay Novak wrote: We have had to run up to 60 lbs of ballast to get Brian to the 800 lbs minimum. He is getting fatter though & we keep throwing junk at the car. Thanks ... Jay Novak -----Original Message----- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] On Behalf Of Phil Green Sent: Tuesday, June 13, 2006 3:39 PM To: [email protected] Subject: RE: [F500] rotax engine Count me in as vote #3 to leave the 494s at 800#. In previous years, I had battery issues left and right. I bolted a second battery in, along with video equipment and was only at like 815. I don't really want to add weight either, part of the reason I don't want a 493. (there are about 3000 ($) other reasons too!) Phil Green 2001 Red Devil -----Original Message----- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED] On Behalf Of Sheldon Lemoine Sent: Tuesday, June 13, 2006 12:44 PM To: [email protected] Subject: Re: [F500] rotax engine I couldn't agree more Marshal. I have a 1990 KBS Mk V with a 494 and even at nearly 220 I may have to add weight this season (in part because we remove the fire system in Solo) and we haven't really made a serious effort to reduce the weight of the car. Sheldon ----- Original Message ----- From: [EMAIL PROTECTED] Date: Tuesday, June 13, 2006 7:04 am Subject: Re: [F500] rotax engine > I'm not sure I understand this. Granted, I weigh 50 lbs less > (around > 150), but I have to add ~12-15 lbs of ballast to get to 800 lbs > with > empty tanks. Someone at 165 would be dead-on. This is in a 2002 > Red > Devil with starter, battery, and some added weight in gussets and > tubing - it's not exactly an anorexic car, and I've made no > efforts to > reduce its weight. Stock-built, I would expect to see ~10 lbs > lighter > (getting break-even to 175 lbs), and you could go to a pull- > starter to > take off even more. From what I understand, the Invaders start > out > significantly lighter than this car, so I must be missing something. > > Personally, I don't like the idea of running with 65 lbs of lead > bolted > in. In a newer, lighter car, I could be pushing 80-90 lbs of > ballast.....does this really make sense? > > Marshall Mauney > > > <<> weight > raised to say 850? It seems a large percentage of us are "normal > sized" > adults in the 190-210 weight range. It is nearly impossible for > most of > us to make minimum weight of 800 pounds. In the interest of fair > competition, it seems that we should try to get the minimum set to > a > point that most of us can make. I am by no means "over-weight" > physically, but still come in a full 30 pounds over the minimum on > a > good day as I am 6'2" tall, 203 pounds. >>> > ________________________________________________________________________ > Check out AOL.com today. Breaking news, video search, pictures, > email > and IM. All on demand. 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