When regular F5 participants at the regional MARRS races held at Summit
Point we used to compare our qualification times with the big bore guys in
the GT 1/2/3 classes and marvel that - most of the time - we'd either be on
their front or second row ! For the cost of 3 or 4 sets of tires for these
big bore cars you could buy a used 500 and go almost as fast as they could !
Reminds me of that old saying - " A Rolls Royce or a Pinto will both get
you there - it depends on how good you want to look getting there " !
----- Original Message -----
From: <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Sunday, August 06, 2006 7:00 PM
Subject: Re: [F500] RE: Beyond powerplants/trannys
In a message dated 8/5/2006 11:20:03 P.M. Eastern Daylight Time,
[EMAIL PROTECTED] writes:
<<<While a 6 speed might mean something to some people, F500 ought to
look
carefully at more than that.>>>
Agreed - there are several issues that drive our poor general perception.
However, it is interesting to note that each gear ratio set for a Hewland
is
$150+. It's pretty easy to talk about the comparatively low price of our
springs, weights, and ramps, as well as the price of a belt.
<<<In my experience, most people, once they see the solid rear end and
lack
of
coils springs and lack of true shocks just shake their heads and walk
away.>>>
I have a simple answer to that discussion:
Shocks for a national-level formula car are ~$5K /set (Penske 8760, et
al).
Springs are $150/set, and you'll need several different rates at each end
for tuning. It takes days of track time (read $$$) to select your
springs and
learn to set your shocks; the shocks must also be revalved on a regular
basis. Rear end? A ring & pinion set for a Hewland is close to $2K; and
the
whole thing? Even if you wanted to retain the chain drive and go to the
DSR-style diff, you're adding $2K or so, right? You would also be adding
the
additional complexity of the independent rear suspension.
Rubber pucks are less than $10 each, and a complete new axle is not much
more than the cost of a single prepped CV joint. Granted, it still takes
test
time to figure out your suspension settings, but the variable count is
significantly decreased with the F500 suspension.
<<<They think: "big, evil handling go-kart that will hurt my back".>>>
Hmmmm....... Those who think this either don't know much about the
effective wheel rates used in modern open-wheel cars, or they are
comparing to
production-based options (Miata, et al). Again, it's an easy conversation
to have.
<<<Just as a 6 speed may not be any faster than a CVT, it doesn't matter
a
bit to them if you are quick with rubber pucks
It is a perception thing too.>>>
OK, so here's the magic question:
F500 is FAR less expensive than FF for the same relative performance. We
all tend to feel that this is a major part of what makes F500 great.
However,
is it possible that many of the potential entrants feel that this is a
detractor - that somehow it can't be a 'real' open-wheel car if it didn't
cost as
much as a new BMW? How do we sell around this?
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FormulaCar Magazine - A Proud Supporter of Formula 500
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Subscribe Today! www.formulacarmag.com or 519-624-2003
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