I haven't seen much response to Richard's post, but I think he captures the
current reality pretty well. I don't hear many comments about the cars
appearing to be "just karts with a body", but I hear the rest of it all the
time. Furthermore, there are so many very cheap FVs and FFs out there on the
used market that one can buy for the price of a decent used F5 that I think a
lot of folks end up in those classes kind of by default...affordable and a lot
more folks to race with, plus none of the perceived downsides of F5. Only at
the pointy end of FV and FF does one see drivers spending lots of money on
tires and rebuilds when the motor drops off 2 or 3 hp. The rest of the guys
just pour gas in the thing and drive it, and are therefore racing just as
economically as one can in F5. That's a tall order to overcome. Stan
"Richard L. Hensley" <[EMAIL PROTECTED]> wrote: 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
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