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Showing content with the highest reputation on 02/27/2019 in all areas

  1. 7 points
  2. 6 points
    It isn't about the money, it's the never ending dilution of the original mission statement. Cheap cars, great tracks or something like that I think it was. The cars are still cheap, but the standard to which they are being compared has been elevated. The Frankenstein builders decry the stifling of ingenuity all while laughing maniacally back in their labs as they relish their victories within the petition system. Engine swaps are the new normal, and the rabbit hole is big enough to drive a truck through. The speed and aggressiveness of a significant number of the competitors is off putting to many people that might otherwise participate in the series. Back when this all started, getting passed by the likes of the Riley Probe was a seamless process. The last ChampCar race I ran in October I was juked by three different cars mid-turn to force me out of their way. That's not a display of skill, that is being an ass-hole.. The oppurtunist has always been the beneficiary of rule changes and interpretations in ChumpCar and what we have today is the result. The easier it is to game the system the more we see the degenerate gamblers and the hustlers making a play for the jackpot. When we went from Stock, or in most cars, Semi-Stock configuration the series lost its soul. As for the thinking that some teams dominate, I'll ask this, which teams dominate in multiple regions? I think that number is less frightening than the woe is me crowd would quote. KSR rarely leaves Florida. The teams that dominate VIR don't travel to the Midwest. RBank travels among maybe a handful of regions but even they know where they have a better than average chance to podium. So, no it isn't the money. It's the amount of soul destroying fun sucking aggression that is perpetrated by the also rans that believe a dirty move will get them to the podium. It's the incessant rules lawyering, the constant need for new rules to keep up with cheating in the name of "ingenuity". This series has always been The Wild Wild West, it's just that now the gun fighters are stepping over each other just to stand in line for their chance at the top.
  3. 4 points
    If you don’t make those ponycars significantly slower they will run off without needing frequent pits. The entire thing is baked into the rules, you cannot change one thing without changing four or five others, no matter what, modifying fuel will come with many unintended consequences.
  4. 4 points
    VIR supp addition. All music will be limited to 28db at 50 meters. The exception will be Creedelback which can be played at 110db at 100 meters. Photograph set on repeat is exempt from all rules.
  5. 4 points
    If you do that it will eventually end up as a one chassis spec series and nobody outside of a few enthusiasts will care anymore. What most of us love about these raced is big fields and diversity.
  6. 4 points
    That's why I've become a lurker. Damn, I F'ed that up too.
  7. 4 points
    Hey Mr. Bagel, I want to thank you for your comments. Racebar is always seeking to improve our customer experience. First, I understand ac/DC may be offensive to some at a race track, therefore, we have added Abba "dancing Queen", Bob McFerrin - "don't worry be happy", and various nickleback songs to our playlist. I think you will be pleasantly surprised as you drink your coffee on March 2nd. Second, If "boobs" as most people call them were a distraction, we sure are glad you didn't see the dicks! I think you might have snapped a lugbolt right off if you had. I'd say we dodged a bullet. However, in light of your comments, we have moved the full frontal nudity to a private area that will be clearly marked off with a sign titled "fun people only". So on March 2nd, if you find yourself face to face with a sign that mentions fun people, it's best that you turn the other way. Obviously you are still welcome in our "not fun people" side. You will still get all the great racebar benefits of free beer, bbq, and nickleback, just without all the distractions! It's really a win win. So in closing, bagel boy, you are right, we do suck! But thanks to you, we can suck just a little less! P.s. I think you mean torquing - the act of needlessly applying a calibrated wrench to a lugbolt to pretend like your doing something useful. I believe twerking is an ancient mating dance, and was likely not what you meant.
  8. 3 points
    I think we are getting a little over dramatic in here now. It's not that bad. My thoughts are that we need to focus more on clipping the wings a little on runaway top cars (top lap times, not wins) and less focused on rules changes to bring mid cars up to the front. Hence my petition for EC class if you want to run over 94 octane. I never would have believed people would spend the money on race gas so they could run super agressive cams for power. most team can't afford to run $8 gas and it's not in the spirit of the series
  9. 3 points
    Then simplify the rules. No swaps, no aero, no free stuff. Make it a 100% stock car + safety gear. There, problem solved. Or continue on with your rulebook that allows lawyering.
  10. 3 points
    I have.... it's not rocket science. Make the tires happy. As an engineer, you could understand the compromise. Besides, a crappy irs is worse than a straight axle. All handled in the vpi.
  11. 2 points
    I know a bunch of you guys run your team as a registered business for the tax advantages since you have cashflow with renters payments. We are going to do the same, but I have a few questions that I was hoping some of you guys could help me out with. I know that things are different state to state but the general ideas work the same I believe. 1. Ficticous Business Name (DBA) or LLC - SO the obvious one here is the financial liability, but outside of that I dont know if there is any other benefit to spending the additional $800/year in LLC registration fees in Commifornia. To protect us I can get personal liability coverage for less. So I dont think it worth it, but I dont know. 2. Does the business own your tow rig/trailer - registered under the business or do you expense miles and costs? 3. Any other tax advice or other advice? Thanks!
  12. 2 points
    Relatively new member 2 cents: OEM bought a caged lemons car (that none of us have experience with) with spun bearings in two engines and buncha spares for $3500. We put some time and effort into reworking the cage to our standards and rebuilding the engine and bringing the car up to Champ rules. With just over 150 pts to spare we were sitting top 15 at Gingerman in our second race until a radiator line emptied our water at 10B. If we had just finished out our laps we would have been 13th or so. I believe our fast time of the day was some 6-7 seconds off fast time of the race? And we can barely go 1:45 on fuel. One does not need to spend a small fortune to run competitively, even yet today.
  13. 2 points
    You should be a race driver too. it's more fun than building and sitting on forums.
  14. 2 points
    FYI for those wanting to keep their head in the sand. Doorslammers have been around for a number of years and run multiple cars. They are not a new team so a 6 second leap in fast lap for the same team and car should make people notice. Looking forward to seeing some turbo Miatas in the east or south, then it will suddenly matter.
  15. 2 points
    Easy to check how a fuel rule change would play out: run a race mandating 1:30 stints and see if the podium is overrun with V8 cars.
  16. 2 points
    "Here, build this car with the artificially low VPi so we can whack it once you're running well."
  17. 2 points
    yes and no. so when we are building cars splitter height is critical. yes making it close to the ground is good, making it touch the ground is bad. if it touches the air stalls and you go from very fast moving air to no air. you lose all the downforce. so having height is important. Another thing to consider is height in relation to suspension movement and consistency. say you have a splitter that sits 1" off the ground, and your suspension allows the nose to move 1/2". So the height range is 1/2" at full compression and 1" at full droop. when your suspension cycles your front downforce levels are changing 50% at a time. let's say your splitter makes 200lbs of downforce, it's changing from 100-200-100-200. this can make your front downforce levels change constantly. makes it very hard to drive. Now let's say we keep everything relative but raise the car to 3" off the ground. so splitter height changes from 2.5" -3" off the ground. now your front downforce only changes 16% or you only lose 30lbs of downforce with a 200lbd-df splitter. makes it much easier to drive.
  18. 2 points
    Seems to me like about 80 things changed, like lower the VPI of many cars including ones already on the podium and of course more speed parts with lower points - see major changes in 2017 and 2019. Pretty sure you weren't complaining then. Miata is about to get Penske shocks within 2X and I'm thinking that isn't going to make them slower, did you note the Doorslammers cranked up their turbo to gain 6 seconds at Sonoma? Last year at Sonoma Doorslammers 1:54, Griggs car at 1:56 with 24 gallons and all of their suspension goodies and AFR heads. This year Doorslammers went 1:48. Who went faster and who gets to go even faster again?
  19. 2 points
    Easy fix. Cherry pick the races. Out west has low car counts.
  20. 2 points
    Yea why worry about Miata’s. Just follow them around long enough and they loose it in front of you. 🤪
  21. 2 points
  22. 2 points
    I am trying to figure out what will happen with the Opel GT when I move the MR2 budget over to it. The issue is there is limited availability of parts to buy. I have so much money in the bank and nowhere to spend it.
  23. 2 points
    As an alternative, put small donuts on the rear and big OD tires up front. Mount truck 15s on a set of wheels if needed. Sometimes "trailer tires" are easier than mods to the ramps\trailer.
  24. 2 points
    Draw a line from the contact patch to the tip of the splitter. That is your approach angle. The ramp needs to be long enough or the back of the trailer needs to be low enough so the the ramp angle is less than that.
  25. 2 points
    Exactly. Those cars with inherent advantages will be the only ones worth racing. So if you have a certain E30 model, or Miata, or SC300 you've already got an advantage and are more than happy to see the door closed on upgrades, innovating, etc..
  26. 2 points
    When @dogtired gets serious, he makes some very good points. For many of us in the TAC group, we saw it as a way to contribute and help a great series improve. The incessant rules lawyering and picking apart of almost every single rule in the BCCR by some members looking for an "edge" in an grassroots amateur series that races for homemade trophies sure takes a lot of the joy and pride out of your efforts. Has anyone noticed how most BoD & TAC members and our CEO have pretty much abandoned this forum? Well said Steve, thanks for the input.
  27. 2 points
    I agree, I think there are quite a few people that feel this way. I have a prediction. It won't be to long before someone posts something like "blah blah if you cant run with the big dogs stay on the porch. Racing is for super badass guys blah blah"
  28. 2 points
    That sounds like the real problem. This person doesnt feel like trying to win. They were used to cruising to Lemons victories.
  29. 2 points
    Okay.... Who let dog out of his crate? In all seriousness, I can see this happening exactly as you say. I know Julie (a champcar and lemons race winning driver) is no longer comfortable with the aggression and 0utright pace necessary to run at the front.
  30. 2 points
  31. 2 points
    What a crazy race weekend we had at Sonoma. It started out pretty good. Got to the track Thursday night and it was raining hard off and on. Bruce Mills and Steve Nichols stopped by and we had a good time bullshitting with them for awhile. Friday morning we went through tech and Jay loved the car; all is good. It was raining off and on for all of the practice time and we ended up getting a great rain set up which paid off Saturday morning. The car was hooked up in the wet conditions and stayed in the top three till the lunch break. After the lunch break is when things started to go to hell. I got in the car for my stint and it wouldn't start so we push started it. Things seemed good. Soon as I leave pit road on the first turn, the oil pressure goes to zero then to ten. This is not good. We're in first place and I have the whole field behind me trying to get by me as I limp around to the pits. Opened the hood and found that the harmonic balancer had come apart putting a hole in the timing cover which let all the oil leak out. Decided to put our back-up motor in which had been in the trailer for the last six years. Got the motor in and running that night ready for the next day's race. About an hour into Sunday's race the driver dropped a wheel at turn 10, there was no saving it, hit the wall pretty hard but driver was ok. There was some pretty severe frame damage so we were done and decided to go home. Going home we got stuck on the Grapevine because of the snow for six and half hours until they got us turned around. Spent the night in the Hungry Bear parking lot. Had a nice breakfast in the morning and went home. While sitting in the snow on the pass trying to decide what to do with our race car, try to repair it or build a new one, I get a text from Bruce Mills with Uncommon Friends Racing. It said if I wanted his old race car chassis I could have it. I wrote him back and asked if he was serious; he said he was. The next weekend we went and picked it up and what I got from him was incredible. I can build one badass race car out of this. Hope he doesn't mind me passing him in his old car! THANK YOU BRUCE AND UNCOMMON FRIENDS RACING TEAM!!!!!
  32. 2 points
    When I got into Chaumpcar, I thought: 1. I could build a car and race it against the same people under the same rules for a few years without major revisions and cost every year. 2. I had finally gotten into a series early enough in the usual escalation cycle to be able to afford racing again. 3. It was a great opportunity to race the tracks that I'd seen on TV and read about. 4. I could build a car that I wanted to build and not have to get "The Car" to be able to compete on even terms. 5. The series would be stable enough to have races in my region for the foreseeable future. My batting average isn't very good; the results: 1. It started out looking like this would be true but the rule and speed creep that I saw in the first couple of years has lately taken a rather steep increase. 2. See #1 3. This was the main draw for me, and I can now say that I've raced on two more historic tracks and two of the best newer tracks around. 4. The Fiero has moved to a different series that allows it to compete heads up for a podium. We bought a Civic to reduce running costs (and easier to drive) and no longer try to contend for an overall win. If I were to start now with the intention of overall podiums, I would build a Miata or a BMW. 5. We will continue to do our best to support Champcar in our region if/when possible. Chumpcar was originally geared to cheap cars and cheap racing. For the time, my Fiero build was on the high end of a typical field; now the upper end is about 3X of what I spent. Certain things I welcome because I want the room to play: aero and adjustable shocks are the two big ones for me but I didn't expect Champ to ever allow that in a budget series. Walking through the pits at a recent race and seeing what cars and mods are allowed now would be surreal for a competitor who hadn't been to a race in the last few years. I wonder how long it will be until we see the next budget racing series pop up to fill the void and cater to the racers left behind by Champ moving up-market.
  33. 2 points
    It has been said that fishing isn’t about fishing at all - it just makes sitting on a lake drinking seem like a sporting pursuit rather than a drinking problem. I sometimes wonder if Champ/Chump wouldn’t be best described as a debating club that also holds races on weekends. 😂
  34. 1 point
    Fellow racers. Johnny c is the majority of my real name I'm the spokesmen and janitor for Nine Lives Racing (9livesracing.com). An aerodynamic company that sells race car wings and aero consultations (aka we scan your car and try to find the nicest way to explain your mess). as a courtesy, we (nine lives) are offering to answer basic questions that obtain to aerodynamics. So just a background of who we are. (use this information to validate our answers. Personally, I started in motorsports in 2006 and graduated to professional motorsports in 2012 working with PFC brakes. since 2012 I have stayed in professional motorsports working for OG racing and then in 2018 I started Nine lives where we still continue consultations for all teams but professional ones included. race Resue Directly consulted or was apart of a team that has won - 2 24hour of Daytona overall wins, (01 chip Ganassi cars) - 2012 NASCAR championship (joe gibs racing) - Almost won lemans (delta wing) - Overall lap record at Daytona road course (Mazda dpi #77) and i'm .2 seconds away from obtaining the Miata lap record at Road Atlanta in my own car. Partners in crime that work at or with Nine lives racing include. Rob Lindsey. famed car builder that directly or indirectly had a hand in some form of the design with.... Riley Mark XXII Elan Dpo2 Elan Np01 Delta wing Panoz PWC cars. That's us in a nutshell with basic pictures. Hit us with your aero questions.
  35. 1 point
    Just over an hour until the east-coast championship session opens. Reminder that the pit lane at VIR South is limited to 34 stalls, so registering early is encouraged if you want to be assured of a spot. Regarding weather/time of day settings this evening - I have decided to keep them consistent with the setup of the practice round for the sake of transparency. If we'd had a second practice round I would have amended them to force the intended day-night transition, but I'd rather not change things around just before a points race. Good luck, and be sure to share the broadcast around!
  36. 1 point
    Stock iron 350, stock heads, cam, headers, intake, T-quad, stock Moog springs, some s'pension upgrades and a t-10. nothing to see here.
  37. 1 point
    If you have radiator inlet ducting you could run an intake air duct off that and get the lowest temp and highest pressure air for the least drag.
  38. 1 point
  39. 1 point
    They will need to use more points for fuel and for the items on the points list. In other words, they will need to choose wisely.
  40. 1 point
    I agree that we only need some fine tuning. I would like to see the fixed point values increased a bit and a fuel for points rule on a sliding scale. That would help keep the speed creep in check while also allowing more cars to compete. Feel free to tear this apart....
  41. 1 point
    With the current "points" structure there is no need for a "fabbed" car. For instance, a Gen II F-body is 150 points. One could build a 400+HP 350 with all sorts of suspension upgrades, aero and other go-fast stuff. Drop a +2 gallon cell in it and you’d still be way under 500 points. No swap needed.
  42. 1 point
    Find a ditch / shallow area in the ground, pull trailer forward until wheels drop down into it. Ramp will now lay almost flat along the ground for easy loading/unloading. The lower section of the Gingerman paddock is PERFECT for this, I love loading/unloading at Gingerman (obviously this doesn’t help everywhere, but it’s easier than using ramps, so take advantage when you can)
  43. 1 point
    The ShitVan... that sounds fun! Its the same setup as the MR2, better hubs though..I could toss a set of dureza's on it... same bolt pattern as the MR2! I did take the roof racks off, so it is more aero! hmmm,. brake pads probably won't last. I really don't want to plow into the T1 tires like some other folks do. I might just bring down the Opel GT. It's not really a race car.
  44. 1 point
  45. 1 point
    Disclaimer: I have no formal aerodynamics training and most of this info I am going to share I have just picked up on the side for fun. Feel free to critique anything I am about to say. I believe @@NineLivesJohnny's explanation was correct about the increase in downforce/front end stability from venting the hood is more of a side effect from taking air that may be disrupting the underbody flow and putting it somewhere less disruptive. If you are going to vent your hood, you want to vent it as close to the convex portion of the hood, which will most likely be at the front. This will be the area of lowest pressure and it will only get higher as you approach the windshield, which creates a concave shape with the hood. This is why vented cowls are usually a very bad idea for heat extraction and a great idea for a cold air intake. Another side effect of venting your hood for radiator airflow is that it may allow you to decrease the size of the radiator inlet duct, which can also improve front downforce by maintaining the high pressure zone above your front splitter (assuming you have one). Ultimately, venting the hood is more of a cooling airflow improvement that may have lift reduction (downforce) benefits depending on how the engine compartment was originally vented on your vehicle. You will notice that very high downforce cars like LMP1, LMP2, and DPi that don't have road car constraints will not have any cooling venting on the top of the car and will have all of it at the rear. They also pull air into their side pods for the heat exchangers from underneath the car, which further promotes underbody airflow. Minimizing the gap between the front of your car and the ground with a splitter is one of the easiest ways to create front downforce. Forcing air into a very small area will cause it too accelerate in an attempt to maintain the same mass flow rate, which will lower the pressure under the front splitter. The next step is to add diffuser tunnels that vent towards the inside of the front wheels and vent the rear of the front fenders to further increase airflow velocity under the front splitter. This is where it gets interesting in my opinion. You will notice a difference in design from what I described above in the most recent GT3, LMP1, LMP2 and DPi cars, and one-off hillclimb cars like the VW IDR. Below is the progression of front splitter design for the Ferrari GT3 car (458, 488, and 488 Evo) Notice how the raised portion of the front splitter goes from being non-existent to being nearly the full width of the front-end. The issue with running a flat front splitter as close to the ground as possible is that your front downforce becomes very pitch-sensitive. As soon as the splitter gets too close to the ground due to braking or bumps in the road, you will lose a large portion of your front downforce. This makes for a car that will be very unpredictible to drive, but still stable as the rear downforce will be maintained. These are things you will not notice in CFD or in the wind tunnel, but on the track. By having a raised front splitter and shaping like a nozzle, you still have high velocity air going under your front splitter, but it will be much less pitch sensitive. This is what they mean when you read the press releases of these cars and they say the car is "easier to drive at the limit" than the previous generation. For reference, here are pictures of the underside of the 488 GT3 (middle picture): One thing to note, this splitter design does not work very well unless you can maintain air velocity underneath the car. You cannot add a large raised front splitter on an old sports car and expect it to work. You need a flat bottom like the one above as well as a large rear diffuser to keep air velocity high though the entire underside of the car. As the air becomes turbulent from interacting with parts under the car like the exhaust, suspension, and, drivetrain, you will lose air velocity under the car, which will reduce air velocity at the front, which will greatly reduce front downforce and overall downforce. There is also the problem of the boundary layer increasing in size towards the rear of the bottom of the car. This can be combated by adding positive rake to the vehicle. The key to efficient and effective aero design is to get all of the parts of your aero package working together. With all of that said, lets go to side skirts. This is an area that I think a lot of people mess up. Fully-sealed side skirts are only effective if you are able to maintain underbody air velocity from the front of the car to the diffuser. Otherwise, you are cutting off valuable airflow that the diffuser may need. Norbert Singer briefly describes this phenomena in this video: Below is a comparison between the Porsche 919 and 919 Evo: You will notice the side of the Porsche 919 is very high off the ground. Due to the rules restricting the diffuser size as well as what can be done with the side skirts, they found that rounding the edge of the side skirts and directing the inlet of the rear diffuser towards the side (shown in the second picture, this is actually from the Cadillac/Dallara DPi car) was their best way forward. You will also notice the car has a lot of positive rake to effectively make the entire underbody a diffuser. The 919 Evo is an unrestricted version of the 919. No longer hindered by the rules, they were able to greatly increase the size of the rear diffuser. They also made the rear wing larger and moved it rearward. This created a very large low-pressure area at the rear of the car, which helped maintain air velocity under the car. This allowed side skirts to be beneficial, so they were added. By feeding the rear diffuser from the front instead of the side, they were able to shift the aero balance forward. They then shifted it back to neutral using the giant rear wing and increased total downforce significantly. This design can also be seen on the VW IDR below, which is also unrestricted by rules: If you add side skirts to your old sports car, you may see a small drag reduction, but probably no downforce. One last note is that you want to try to match your downforce balance to your weight balance. If your car is 55/45 Fr/Rr, you want 55% of your downforce at the front. There can be exceptions to this, but it is a good rule of thumb. You should also be aware of how the downforce balance (center of pressure) changes as speed increases. You don't want the balance to shift forward, as it will reduce rear stability at high speed. There is so much more I could get into, but I should probably call it a night. I hope this post is informative and creates some more discussion.
  46. 1 point
  47. 1 point
    @Black Magic I know I'm late to this great post, and you know I'm big into the data. Did you adjust for the rate of entries? If not, this data is heavily skewed.
  48. 1 point
    Why do we have a series that is too afraid to take things away? We continually see points dropped for performance items, back room interpretations, swap weight manipulations, etc... When we decided it was ok to make shocks, springs, bushings, brakes, wheels, tire size, and every other little thing 2x or free under the guise of "cheaper" "safer" racing, the series, IMHO, needed to reevaluate where it was going. Teams no longer had to decide if they wanted to make their poor handling car handle better, or give it a bit more power. Fuel limited cars that could build a good handling, moderately powered car to get back into the top end of the field, lost that chance. Limiting the levels we are able to take some things and maybe adding points back, even though I have been told directly that will never happen, might be a good thing. One quick thing that could be done to slow some teams down would be to mandate a max tire width. I would say stock plus one size up. Heck, then all these teams complaining about having to take points for flairs can calm down!
  49. 1 point
    walked into this one let me kick them out one at a time
  50. 1 point
    Still a pretty short list of people signed up for this. Is it too late to change the championship to a race that people seem to want to drive in? Like maybe Watkins Glen? It has a lot more entries already, and the Charlotte race is sooner. I hate to see the championship have so few cars. I guess it is good for the teams that go because they won’t have as much competition, but are you really the champion if half of the good cars didn’t come?
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