Sorry, we typically get this list in digest mode so we're a bit behind... Dunno if AMW's are still available, do know our last AMW's were reliable. Not certain of the vintage but at least 8 years old. We went 494 because the AMW was way less competitive.
I don't think we've scratched the surface of 2-stroke cvt possibilities. Too bad we don't promote the advantages of 2-strokes and cvt's instead of denigrating the defining characteristic of our class. FWIW, we raced 30 years before getting into this class. Never knew squat about 2-strokes and cvt's. We knew an awful lot of the $$$$$$$$$$ involved in heads, valves, cams, shocks, diffs, springs, transmissions etc, etc, etc. Know our niche (bang for the buck) and keep focussed. TIA, Charlie/Marilyn Schlismann -------------- Original message ---------------------- From: Cory McLeod <[EMAIL PROTECTED]> > "SCCA legal engine choices can no longer be > bought new." > > Isn't the SCCA legal AMW engine still available? Let the flamin' begin, > but I > would like to hear from the guys still running AMW's to confirm (or deny) > what > I've heard - that they are MUCH MORE RELIABLE than in the bad old days. > > I've posted this before several times, but this class needs a new negine > source for turnkey new cars and newbies. Take a look at Tony's post below. > > What this class needs right now is a reliable AMW with competition > adjustments > to allow it to realistically run with the Rotax engines. I would be willing > to > convert my car to test the competition adjustments. > > Cory > > Anthony Jagodnik <[EMAIL PROTECTED]> wrote: > Even if we stay with 2-stroke snowmobile drive trains, as I think we > must for the near future, there could be many more engine options > made available. Current SCCA legal engine choices can no longer be > bought new. NOBODY, let alone the minimum needed to place an order, > signed up for a 493 when Tony Murphy offered to do one last buy from > ROTAX. No 494 has been used in a North American sled since 2000, nor > any 493 since 2003. As I am learning in my search for a 493 with > reverse, these engines are now RARE among used snowmobiles, let alone > ones that have crashed to become engine donors. I studied data from > the SnowSnakes web site, which allows you to sort by displacement. > Among used sleds with 440-500 cc displacement, only 2 of 65 (just > 3%!!) had SCCA-legal Rotax engines, one 493 and one 494. Another > factor that narrows the possibilities is that some Arctic Cat 500s, > e.g. 2002 legend, are fan cooled. > > 1) What is wrong with all the similar-displacement Arctic Cat, > Polaris, Yamaha, and other Ski-Doo engines? > > They are all competing in the same market and must have similar > performance, except for the racing models, which could be excluded > from the expanded list. > > While I'm in rant mode, even among 493s, only the 2000 MXZ had 38 mm > intakes and I have yet to find anyone who has heard of one with reverse. > > 2) How much difference would 40mm carbs, as in 2001-2003 Ski-Doo > sleds, make? > > Sure, it is possible to replace the perfectly good carbs, reeds, > housings, etc. for hundreds of dollars more, but it sure would be > nice to start with a complete engine that has the carbs set up properly. > > > Regards, > Tony Jagodnik > NER SoloII FM 6 '87 KBS Mk3 F440 > [EMAIL PROTECTED] > > > > On Mar 11, 2007, at 3:40 PM, Jay Novak wrote: > > > 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: > > > > <<>> > > > > > > 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 > > > > > ************************************** > AOL now > > offers free > > email to everyone. Find out more about what's free from AOL at > > http://www.aol.com. > > ________________________________ > > 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 > > _________________________________ > > > > -- > > No virus found in this incoming message. > > Checked by AVG Free Edition. > > Version: 7.5.446 / Virus Database: 268.18.8/716 - Release Date: > > 3/9/2007 > > 6:53 PM > > > > -- > > No virus found in this outgoing message. > > Checked by AVG Free Edition. > > Version: 7.5.446 / Virus Database: 268.18.8/716 - Release Date: > > 3/9/2007 > > 6:53 PM > > > > --------------------------------- > Now that's room service! Choose from over 150,000 hotels > in 45,000 destinations on Yahoo! 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