I agree that there are several changes which would make F500 a more
attractive class. However, these changes may not improve class
participation. The class does not enjoy widespread acceptance for several
reasons.
Many have the perception from other formula drivers that:
1.) The cars are too rough to handle due to the limited suspension.
2.) These are not real cars they are just large karts with a body.
3.) The exhaust is too noisy and will cause problems with both autocross
and racing.
4.) A used FF is a better investment.
5.) The engines are obsolete and hard to get parts for.
6.) Two cycle engines are mysterious and hard to maintain.
7.) Class participation is small.
I just bought an old F500 for FM. These were the reasons I heard as to why
I should buy a FF.
We need a better public relations department.
I also personally feel that:
1.) we need the option to improve handling with longer suspension rubber,
If we desire. Apparently the rule changed between 1992 (max. 1"
thick compressed) and today (max. 1" thick).
2.) The use of currently available engine, stock with no modifications, but
open for repair and rebuilding by anyone.
A motorcycle engine might be more available than a snowmobile
powerplant, if it can be adapted to the CVT.
3.) Retaining the CVT certainly is preferred, in my opinion, but others may
prefer a sequential gearbox
----- Original Message -----
From: "Jay Novak" <[EMAIL PROTECTED]>
To: <[email protected]>
Sent: Sunday, March 11, 2007 2:40 PM
Subject: RE: [F500] Class survival.
Some good thoughts Marshall.
Rubber suspension is OK if we allow longer rubbers. There are only a few
who really know how to make the 1 X 2 rubber work & they are tough to
maintain & keep right. I think that one of the problems with F500 is the
lap time disparity from the front to the middel or the back. I think a
lot
of this has to do with the difficulties of getting the chassis right. I
think there might be a low cost shock that will work but it would
certainly
need a lot of investigation to make certain the costs are managable. As I
said last winter I have a supplier ready to supply us with 3" long
rubbers,
easy to tune & adjust rates with rockers or by trimming the length.
wide open 600cc bike engine would be extremely expensive. Some of the
most
expensive engines are F3 engines with SIR. Then you can spend unlimited
$$
on other bits. Look at what a modern top level Vee engine costs, now over
$7500 for a "blue printed" engine.
600cc will be great but we need to keep the development costs down to
ZERO.
The question is how to do this? F1000 requires stock engines. Maybe a
specific carb for all engines with stock cams & compression a must. Mabe
an
SIR would work if EVERYTHING was STOCK. We need lots of discussion with
top
engine guys who know these engines.
I agree weight is right at 800 to 850 lbs.
Solid axles only are also great at keeping the costs down & they work just
fine.
Thanks ... Jay Novak
-----Original Message-----
From: [EMAIL PROTECTED]
[mailto:[EMAIL PROTECTED] Behalf Of
[EMAIL PROTECTED]
Sent: Sunday, March 11, 2007 2:54 PM
To: [email protected]
Subject: Re: [F500] Class survival.
In a message dated 3/11/2007 1:53:29 P.M. Eastern Daylight Time,
[EMAIL PROTECTED] writes:
<<<Let's make a list of ideas for SAVING F500.>>>
IMHO:
1) Keep the existing suspension rules. Why? Valved shocks are
expensive,
and no inexpensive 'spec' shock has proven to have a combination of
low-cost,
long life, and equal performance. The existing laptime parity with FF
has
proven that you don't need triple-adjustable $1200 shocks to go fast.
IMHO,
this is the place where a TON of money is wasted in FF/FC.
2) Allow a completely open 600cc 4-cylinder bike-engine option, including
the attached geartrain. No specified engines, as the bike companies
redesign
them with a very short design life cycle. Use a mandated restrictor box
for
all 600cc engines to equalize performance and keep the Rotaxes
competitive.
The restrictor also minimizes the impact of internal engine mods. [Yes,
I
know it doesn't completely eliminate the benefits of engine mods, but it
drastically reduces the value for the money spent.] Why? Because this
will give
access to a nearly limitless supply of low-cost junkyard engines and
trannies.
3) Keep existing 800/850 lb minimum weight. Lower weights help keep
costs
low by both reducing the need for larger, heavier (read: more expensive)
suspension components and by reducing tire consumption. 3/8" rod ends
should
continue to be the standard for these cars.
4) Keep the solid axle rule. Again, we don't need a diff to go fast, and
this is another $1K+ item. Using a chain drive straight from the bike
tranny
output to our existing axle designs is the cheapest solution, and will
allow
us to keep our existing performance level.
Thoughts?
Marshall Mauney
WDC Region
2002 Red Devil
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________________________________
FormulaCar Magazine - A Proud Supporter of Formula 500
The Official Publication of Junior Formula Car Racing
Subscribe Today! www.formulacarmag.com or 519-624-2003
_________________________________
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