"Dave, anytime you leave the rules open, it can get expensive,
......." ----------------- Well, duh!
It's expensive to run them stock, too. F'rinstance, in the Touring classes,
Spec Mazda, and others, one doesn't just go to "Rebuilt Motor City," pull
out their wallet and say "One please." You purchase through an authorized
dealer; period. AND, if we went the "Restricted" route instead of the
"Sealed" route, there are still issues: Which piston is considered
acceptable, which cam(s) are authorized (hope no one does a "midnight"
regrind), how much compression is too much, not to mention balancing,
porting, etc. etc. yadda yadda. 4-cycles have literally more parts than a
2-cycle. More parts, more opportunities to "stretch the rules" and more
variance in lap times, more success to the heave spenders, again etc. etc.
yadda yadda.
"I just don't know what all the fuss is about, " ---------------- You are
absolutely right!
You need to take more time and find out what all the fuss indeed IS about.
Your postings indicate to me that you have not taken advantage of Eric's
work in maintaining the archives. There's lots of good stuff in there.
"I think a stock 600 will do just fine."-------------------- Right again.
But, probably not here.
However, you must consider (and you appear to have not yet done so) how to
monitor the engines so that they remain stock. Someone or some organization
has to manage that effort and they won't do it for free. If you think
self-governance works, you sincerely do not know the history of club (or
any) racing. If you have ever registered for an SCCA race, you will notice
a section in the payment box that is paraphrased something like "Spec Racer
Compliance fee" or "Spec Mazda Compliance fee" which is the club's way of
saying "You convinced us that you want run sealed motors. Now pay us to
make them stay that way." True, the cost is only ~$20 (for now). AND, Spec
motors come from authorized suppliers. Ponder that.
This bike motor that has you so convinced that it is our class's only
salvation must be a real gem. What's its shape, size, and weight? Is the
intake on both sides or opposed? Will the package clear the jackshaft? It
the PTO properly tapered to take a snowmobile clutch? If not, is there
enough material for a machinist to work with to machine the taper? Will the
current cooling solutions be sufficient to cool this motor, too? Wiring
harness? Throttle linkage? Engine plate? Succinctly stated, have you
successfully put one of these in a car and made it run? If not, have you
done any dimension studies? The KBS/Invader is probably (no, I am not
positive) still the most prolific chassis in use today. If the package will
not fit in that chassis, you will have several hundred people opposed to its
use. These are just a few of my questions and I am NOT an engineer. I am
the guy that would have to shoe-horn that lump into my two KBS chassis. I
have done more than one engine conversion and ground up rebuild. Converting
from Kawasaki to AMW was a REAL treat. AMW to Rotax, not quite so bad.
There is always something to "fuss about." I am now facing a switch to the
493. It is inevitable. Remember, the engine alone is NOT the complete
answer. This conversion has to be accomplished by people like me, off
season, alone, out-of-pocket, and with some instructions, if possible.
Don't EVEN mention a gearbox!
If this was a 4-cycle engine out of a sled, I would be more inclined to
listen (but, still remain skeptical). Personally, I don't want this class
to become a bike motor class. SCCA will end up with enough of those.
Check the archives. It's all there.
Dave Gill
----- Original Message -----
From: "Chris Reinhardt" <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Thursday, August 10, 2006 4:54 PM
Subject: Re: [F500] RE: Beyond powerplants/trannys
Dave, anytime you leave the rules open, it can get expensive, I think a
stock 600 will do just fine.
I just don't know what all the fuss is about, these motors are cheeper
than what your running, and more durable, and require less fussing with.
Like the Corvette shocks, these bikes are built by the 1000's, not a
couple of hundred runs... If you need parts, you don't have to call the
only person in the country that imports them, you run down to your local
dealer, or search the web for the best price.
CR
[EMAIL PROTECTED] wrote:
Engine mods in DSR are pretty much open. There are rules governing valve
train configuration. but, standard "hot rod" stuff like balancing,
porting,
cam timing, exhaust, induction, ignition, are open. The rules are much
more
detailed that I imply but, there ARE DSR's with paddle shift (no
electronics
allowed).
DSR requires either lots of brains or lots of money (which lets me out).
Dave Gill
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