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Showing content with the highest reputation since 08/11/2019 in all areas

  1. 43 points
    To our esteemed membership, I have some very serious reservations about what has happened over the past week within our club. I want you, the membership, to know that I DO NOT support some things and am working diligently behind the scenes to get to the bottom of what's going on. Firstly, Mr Chisek's Red Flag Video was posted and his words and actions are not shared by myself. Mr Chisek has acted unilaterally in deciding to censor our forums and social media as well as has acted without the Board's support to threaten to remove member's who question the way our series is run. I can assure each and every one of you that so long as I remain on this board of directors (13 more months) that I will fight tooth and nail to protect every member who questions our series when we're at fault. As of this note, Tuesday at 3pm, the Board of Directors has not met nor officially discussed any actions resulting from Barber. I will be working to try to get these posts restored. Mr Chisek is not a benevolent dictator and these kinds of decisions will not be made alone. Mr Chisek states clearly we, as a series, have faulted. That' on US. We need to make it right. I completely disagree with the assessment that because we made a mistake that we would not accept a protest. Yes, our mistake CLEARLY affected the team that crossed the line first on Saturday. It's a shame. And we need to make it right. However by trying to make it right for one team we've done the other 60 teams that were on track wrongly. If our staff do not or can not understand our rules to apply them consistently then we as a series need to look at ourselves and ask if we have the right people in the right places. If a team does not comply to our rules then we need to be prepared to remove them from the podium. In this particular case, assuming Mr Chisek's video gave the full details, the teams that discussed protesting opted to waive their right to protest. I'd like to thank those team captains for having the class to not want to win the race in impound and wanting to do so on the track. I also understand that there is a serious perception issue with the ShiftUp program, Shell/Pennzoil and the CCES staff. CCES is not affiliated with Shell/Pennzoil, the sponsors found on the R3R cars. Having CCES employees on social media taking "Shellfies" to promote this program while wearing CCES clothing and promoting ShiftUp in conjuction with ChampCar is not something we should be doing. Even to me it gives the perception that we are working with Shell. We are not and our employees should only be promoting those sponsors working directly with ChampCar. ShiftUp is a great program and deserves our support. But it should have been supported without mention of any corporate entities. We love having them in the series and look forward to seeing ShiftUp again soon. I personally want to apologize to the membership for the way this past week has played out, publicly and privately. Just know that the Board is working diligently behind the scenes to protect you, the membership, above all.
  2. 21 points
    1-Line summary for petitions, grouped by similarity. Could be affected by my personal opinion so you should read them yourself to confirm accuracy. Petition 10 and 89 are identical except for the words "non-OE". The current 2x rule technically doesnt state "non-OE", but the intent is generally accepted based on context. I noticed during this event that 5 of my petitions were not included. I contacted Bill and let him know. If you submitted petitions, you should confirm all of yours are present. My 5 were submitted on 28 and 29 January and would have fallen between #63 and #68 of the published list. Petitions of Similar Subject: 2x Rule: 9 – Remove 2x rule for wheels, zero-points if cost is <250 per wheel and width <9”, else 10 points 10 – Replace 2x with Maximum Price, Caliper 150, Rotor 150, Shock 200, Wheel 250 See Petition 89 44 – Request to continue to allow dealership/OEM prices for figuring 2x costs 46 – Remove 2x rule for brakes, allow zero-point caliper and rotor replacement 47 – Remove 2x rule for shocks, allow zero-point non-adjustable shock replacement 49 – Remove wheels from 2x rule, no restrictions on wheel costs 50 – Remove wheels from 2x rule, maximum price $500 51 – Remove allowance for wildwood calipers specifically at 5 points per corner 53 – Do not allow dealership costs for 2x 54 – Remove rule 4.8.3 (receipts for 2x costs) 55 – Revise rule 4.8.3 to require documentation of parts retail costs instead of receipts 60 – 2x costs for individual components (Clarification of existing rule) 69 – Remove 2x rule for shocks, Maximum price $1000/car 70 – Remove 2x rule for brakes, Maximum price $800/car 71 – 2x price limit – 2x applies but prices capped at Caliper 250, Rotor 150, Shock 300 89 – Replace 2x with Maximum Price for Non-OE parts only, Caliper 150, Rotor 150, Shock 200, Wheel 250 Aero Devices 8 – Raise point value for wings to 25 points 12 – Raise point value for wings to 35 points, Splitters to 20 points. Reduce side-skirts to 5 points. 13 – All aerodynamic devices must fit within the body outline when looking down from above 16 – Rear diffusers must not extend beyond the rear bumper 20 – Penalty (10 laps) for losing aerodynamic device on track 21 – Establish point value for active aerodynamic devices at 100 points per device 90 – Forbid electronic control of active aero device, but permit mechanical only active aero 91 – Update BCCR to reflect tech desk ruling – Aero Limited to stock unmodified bodywork dimensions Fuel 23 – Allow 2 Gallon Surge Tanks for cars with stock fuel tanks 28 – Restrict fueling to 15 Gallons per Stop 37 – Allow cars with small OE fuel tanks to upgrade to 15 gallon cells. 38 – Points for Fuel – 20 points for +2 gallons, only 2 gallons allowed 41 – Surge Tank Rule – Clarify 2 liters is > 0.5 gallons 48 – Allow adding of fuel capacity based on stock tank sizing. 63 – Fuel Filler necks – Limit length based on diameter, ~1 gal total 106 – Allow Dry-Break Fueling Systems Tech Desk Ruling Update 43 – Article 10 does not match 3.2.10 – roll cage penetrations to firewall 75 – Update section 4 to contact tech desk instead of email 91 – Aero Limited to stock unmodified bodywork dimensions 93 – Fixed point values for flywheels 99 – None OEM ABS/TC Value 100 – Generic BCCR update from Tech Desk request 107 – Tech desk is creating point values and overriding BCCR rules. Brakes 61 – ABS must remain stock 62 – ABS upgrade 50 points 68 – Brake Lines – zero points 83 – Brake Caliper Adapters – zero points 84 – Brake Caliper Adapters – 5 points 99 – ABS/TC upgrade 10 points Swaps 2 – Allow JDM engines into the swap calculator 4 – Intake and Exhaust manifolds must match swap engine or be assessed points 17 – Revise swap formula reduce swap target PWR to 17 18 – Revise swap weight table (VPI Weights) to use lowest curb weight minus 10% 19 – Remove ECU and Wiring from swap cost calculations as they are zero point items 30 – Request to enforce 4.5.3 as written – Intakes, Manifolds, etc. must match swap engines or pay points Headlights 77 – Define Light Source 78 – Remove Bulbs must match Housings rule 79 – Number of permitted light sources 80 – Revise H3 and H4 bulb wording to conventional bulbs 81 – Headlight aiming Roll Cages 14 – Clarify roll cage rule - tabs welded to any tube (not just hoops) are points 42 – Allow footwell/pedal box protection for zero points 43 – Roll Cage Penetrations to firewall – 2 or 4 or 6? 45 – Allow gussets between cage and windshield frame for zero points 67 – Clarify that any roll cage bar between the strut towers is additional points Classing 26 – Allow F/I without bumping up in class 31 – Classing based on points instead of displacement 35 – EC cars start 1000 laps down 65 – Class designation on windshield banner VPI 24 – Audi TT, All Years (1998-2006) current 475 (98-02), 520 (03-06), requested decrease (no value) 25 – Pontiac Firebird (1998-2002) current 350, ask for decrease to 250 96 – Acura TL (2004-2008) current 500, ask for increase to 510 97 – Honda S2000 AP1 (2000-2003) current 500, ask for increase to 510 Tires 22 – Revise rules on changing tires – only battery tools, only one tire off at a time 32 – 1 lap penalty for RE71R, R1R, AD08R, A052, and RT660 94 – Teams only allowed to change one tire per stop. Rain Lights 86 – Require rain lights to be switched off at night 87 – Mandate rain light configuration – flashing only under braking. 98 – Rain lights shall be solid at all times and only blink under braking Auto Trans 56 – Include auto trans point reduction rule in BCCR (currently only on VPI tables) 58 – Include auto trans point reduction on tech sheet (currently only on VPI tables) 49 – Define automatic transmission Factory Supercharged/Turbocharged Vehicles 72 – Include Note 2 from VPI list in BCCR as a rule 73 – Remove Note 2 from VPI list and include line item for each version of vehicle with appropriate points Kill Switch 1 – Relocate Kill Switch from center console if switches are located symmetrically 95 – Reword existing rule, Highlight Battery must be separated when switch is off. Radiators 34 – Allow aluminum radiators for 0 points if same size and capacity as stock (no cost restriction) 52 – Radiators 1x for zero-points Differential 82 – Remove 4.5.8 this has already been done 05Mar2020 - (BCCR 2020v3.0.0) 85 – Revise 4.7.8 to say “final drive ratio” instead of “rear end ratio” Glass 15 – Clarify glass rules – Film is not a 1 race waiver 92 – Glass must remain in the OE location (to match rule for lexan) Springs 39 – All Aftermarket Springs – 10 points regardless of size/shape/diameter 40 – All aftermarket springs – zero points regardless of size/shape/diameter Flywheels 66 – Fixed point value for flywheels/clutches at zero points 93 – Fixed point values for flywheels 10 points Exhaust Header / Manifold 76 – Revise Points for Manifold/Header – Manifold from VPI list = 10, Header = 25 per engine 101 – Revise Points for Manifold/Header – Any non-oe exhaust manifold or header = 25 per engine Carbon Fiber 104 – Allow carbon fiber as material cost and for Aer – 4pts/sqft. Aero <$500 15pts, >500 45pts 105 – Allow carbon fiber appearance or convenience items at zero points Petitions Unrelated to others 3 – Allow Spring Rubbers at zero points 5 – Correct typo in rule 6 – Add TCU programming to FPV list at zero points 7 – Revise points for hubs from 2.5 per to 10 per 11 – Establish claimer rule for vehicles at $12,000 27 – Allow aftermarket sway bar end links at zero points 29 – Request to change from “may” to “WILL” disqualify teams for unclaimed parts 33 – Assign any cooler (stock or aftermarket) a 20 point value 36 – Assign laps for black flag infractions instead of holding cars at pit-in 57 – Request to keep rule for holding cool-suit containers as a single-strap requirement 64 – Request to use double-file start procedure 74 – Remove note#3 from VPI table (all models must be standard factory offerings) 88 – Request to move to rolling annual tech to reduce tech line at early races 102 – Request to allow offset suspension bushings within OE housings at zero points 103 – Request to allow skid plates at zero points Here is what it looks like, grouped by color, with the titles assigned by champcar. Bold text = Tech Desk related All mixed together
  3. 21 points
    I agree, just saying, "those" teams come and go like the wind, don't lose sight of the little guys. I'm more worried about the last 3 cars that we lost because they couldn't afford it any more, and no one even knows their names.
  4. 21 points
    I support Rich in this. I won't be voting to terminate anyone's membership because they have a bad word to say about the series. Please keep libelous statements off the interwebz, but criticize away. That's how we get better. And there's a lot more to the Saturday night stuff.
  5. 20 points
    That guy was a total jerk, he was also saying, "that's how y'all win races", and "stop looking over the fence". I heard him say both at least twice, if not 3 times and some other distasteful tidbits.This type of behavior is unnecessary, and inappropriate.
  6. 20 points
    Or wreck you trying... The 300 car did this and was still totaled- I have to agree that teams that are consistently taking out competitors at every race should be dealt with by management.
  7. 19 points
    Great thread. I love that people are engaged and reading - which makes this a great opportunity to educate and discuss some of the misconceptions or possibly outdated information. As adoption of fire systems is spreading quickly across road racing and the racing community in general, the information really isn't out there, and technology is changing - certainly at the higher levels there are some pretty awesome innovations that have dramatically improved efficacy, but even in standard systems things are changing and developing. I'm replying here as someone in the racing industry for over 20 years, and we are the North American arm of Lifeline Fire Systems. Those that know me will confirm I think that our approach is always to provide a quality product and the knowledge to use it most effectively, and we approach Lifeline the same way. We sponsor Champcar because I feel like there is a need for our product and we had the opportunity to be involved and help racers, prevent injury, and save lives - and I am 100% confident we do. Champcar makes their own rules and there is zero pressure from us on anything - we are here to educate racers, educate staff, and provide a quality product that we certainly hope you would consider. I have experience at the manufacturer level with fire systems for about 5 years and I have real-life examples to support some things I'll lay out below - these aren't opinions. And kudos to Champcar for holding a standard that keeps their racers safe. I've seen some fires at Champcar races - if you haven't seen one yourself, it wouldn't take much asking around to learn of a few - it happens. The racing industry and sanctioning groups are making our sport safer - and it's a good thing, and that's what the recent round of rules do. I'll explain more below with some examples and questions, which I appreciate you all for providing! I've also raced for over 20 years a pretty solid amount, and even in my span I've only used a fire system in my car in need twice, seen first hand at speed on track about 4 uses, been at the track for a bunch more, and have gotten the weekend reports of more, some with injuries and only a few fatalities. But I still would also say I've rarely seen first hand the system fire in need (the 2x in my car?), and probably a much greater number of accidental discharges in the paddock. I agree that install is a factor and drivers have got to know how to use them. But I have seen systems that would never discharge to put out a fire due to internal issues, loss of contents from freezing or a cracked seal on a design I wouldn't touch, previous misuse, etc - but they are certainly out there, these systems wouldn't have worked if needed, and I'm not the guy that would risk being in the intersection of the "I need it now" and "It's not working" subsets. Also keep in mind that if you're like me, 20 years ago you had a Halon system and while an effective agent and pretty inert in a bottle, it isn't great to breathe for the driver activating it and pretty bad for the environment so we don't do that anymore - technology has changed and half of your years are now out the window as data points. AFFF is the most prevalent modern system due to cost-effectiveness - the failure modes are the mixture breaking down and forming a crystalline structure on the diptube that prevents flow, rust or corrosion inside the bottle from the fancy FIA-spec diptube (that is flexible enough to empty bottle contents in whatever orientation the car comes to rest) moving around inside the bottle, gauge failure or damage, and diptube deterioration. Novec is more benign, but still subject to some of the same failures. And of the bottles we service, its not a small percentage that require some attention. Notes this brings up: The tube that looks like plastic in our systems (and I think most/all others) is Dekabon - PE sheathed aluminum with big UV and corrosion resistance, and easier to use than aluminum tubing - it's quality, not cheap The nozzles need to match the exact spec the system was design for - diameter (of tubing), flow rate, spray pattern. A lot of things look the same, but there's certainly a range in our Lifeline systems to achieve a desired result with a system (which also includes the bottle contents and pressure spec). We strongly suggest Novec systems these days and our entry level is pretty cost effective - not cheap, and certainly you can buy cheaper agents. Novec is a 3M product that is non-conductive (won't damage electronics you spray it on), safe enough that you could drink it and certainly breathe it, and it comes out as a gas so no cleanup. Plus it is a 3-dimensional agent that chemically reacts with the fire and doesn't have to cover and smother like AFFF - so your chances of putting out the fire fast just went up. Preventing injury (and out of work, hospital bills, lingering effects) oddly isn't something a lot of racers buy into, but it might also save your car if you put more value in that than yourself. NO!!!! This is an incorrect learning outcome! Kits MUST be installed per the installation manual - that's how they passed the certification tests and how they should be most effective. It will specify number and placement of nozzles. I suspect your issue was likely poor tubing installation. If you're using the Dekabon, it has to be fully and squarely seated in the nozzle or union. If not, the system doesn't build pressure (think water hose without your thumb over it) and fizzles like yours did. It definitely can (see above) deteriorate. We see rust and corrosion inside bottles and that compromises them. 6 months is DOT only, but if you're an FIA buyer, you can get more depending on brand - with Lifeline the number is 10 years. And I really don't understand the massive stumbling block here. If you've been in racing for 20 years, you would just be stepping up to purchase your second empty replacement bottle (because the contents and parts come with your two year service) - at a little over $100, you spent about $10/year. But safety and racing will evolve - we can't fill the Halon system you bought 20 years ago, so at some point you would have upgraded to an AFF, Novec, or similar, so we're down to only one purchased bottle due to expiration. And the number of us making a purchasing decision now and concerned about the effect on the same system and car (and driver) 20 years later is just not a common thing. It sounds like it when you hear it initially, but I really don't think once you think it out that it is? As I mentioned initially, safety is improving in many aspects of motorsports. Fire systems are becoming required because they save lives - a few pretty unfortunate examples of when they could have from the last handful of years. We've been required to have them in BMW CCA for a decade or more, and Champcar was an early adopter for the low-buck series, and they have almost all followed suit. NASA and SCCA are notable in their reluctance to mandate systems due to the risk fo threads like this one and adding expense "unnecessarily" (anyone that's been in a fire wouldn't call them unnecessary) to their customer that might drive them into the other group's arms. Requiring that they are serviced properly and maintain their functionality is something that shouldn't be foreign to any racer of cars. The specific requirements that dictate that will spread once the systems themselves do, but I'm not surprised that in NASA currently the requirements for a non-required system aren't common knowledge. We make our FIA bottles but others don't, and SFI bottles are by definition outsourced. Bottle manufacture date isn't necessarily the same as fire system manufacture/assembly date. And with all due respect - if we could say absolute certainty that these systems were "perfectly good" in a certain time span they wouldn't likely be replaced. But since things deteriorate through environment, time, and use, standard get applied. Even having used fire systems for 20+ years (I installed my first Halon in 1997), I can confirm that I am still in no way qualified to look at a system and tell you it is perfectly good or not - even now that I know these systems quite well, only one of our trained staff would make that declaration - and slap it on the bottle. I can also say that with our use of belts as an example, even with a 5 year FIA cert, we end up replacing in ~1.5 years due to number of adjuster cycles that wear the webbing to the point it won't pass our tech. Imagine that - only 1.5 years out of a 5 year product!! But different users and environments wear things differently, and the certifications do their best to account for that in a reasonable manner. Some good points to discuss here: Installation error is an issue (please read and follow the manual!!), but bottles are an issue - that's why they are a part that needs to be inspected! How does one inspect pressure? Look at the gauge - but those fail and freeze with corrosion - not uncommon. You could weigh contents but no one takes the bottle out to do that, and it still doesn't tell you it's under pressure. There was a system on the market that would freeze (we use antifreeze in all markets - not every manufacturer does) and break a seal which would let the fluid out and the system suddenly had no contents - even though it visually it appeared to and the unpunctured CO2 cartridge clearly had pressure - right? NFPA is not relevant here, and drychem is the perfect example! Great extinguishant, but put it in a racecar and it packs down like concrete - even after 2 years in a car with moderate use, good luck getting anything out of that bottle. I strongly propose that they aren't excessive - they are reasonable based on observations - with enough sample size you might agree. And just because we didn't need it a few years ago is NOT what we do in racing. If it was, we wouldn't be using a HANS which definitely saves lives and injury, we'd be OK with x number of F1 deaths per year (that wasn't so long ago), and there would have never been a need to consider something better than a leather helmet - thats all they need a few years before if that! Tongue in cheek, but we are in a dangerous sport and I am often baffled by people who often have to show up to work the next day who so strongly resist progress allowing them to do so. Thanks for calling us Bill and getting to the root of it! I think that Lifeline and one other brand represent 95% of the FIA systems in the US market, and we both require a 10 year replacement on our bottles - to the point that it became the assumed standard. There's actually no regulation about the life cycle of the bottle, just the 2 year service interval, but the replacement interval is left to the manufacturers of the fire systems for FIA systems. We base our 10 year requirement from the following: Experience - what we've seen after years of use. We're also able to accelerate the life of a bottle based on programs in testing. Think of a machine that's a cross between a paint shaker and a moving, simulation rig. Bottle recommendations and guidelines based on testing of and by bottle manufacturers We don't know the exact history of each bottle once it leaves our hands. Servicing every 2 years allows us to check bottle integrity, make sure it will operate correctly, and after 10 years has been through a significant amount of stress that we recommend it be replaced and won't service after that. The integrity of the bottle can be affected by the internal dip tube, over years of vibrations and depending on the environment, can accelerate the life of a cylinder with the metal beating and vibrating against the cylinder wall. (And one might say to get rid of the metal, weighted dip tube, but that performs a significant function during a rollover). 100%. But note that most systems that meet Chumpcar requirements are effective for both engine and cockpit, and some will also cover a fuel cell. Whatever the installations instructions require for your primary system - use it for that because it's the one you will certify and ensure is in good working order! And one more note - while we are inspecting things - the one thing that you should be inspecting yourself (no certification, but I'm sure you've all been doing this without that requirement?) is the pull handle/cable assembly. Depending on storage environment, geography, rain races, etc, these things corrode over time and can freeze in the sheath, rendering them useless. While your bottle is out being recertified, you have a perfect opportunity to test these pull cables for function, spray in some dry lube, or replace if needed. Everything on a racecar deteriorates and needs maintenance, and the parts designed to safe your life should be at the top of that list! Thanks for the long read if you made it here. If you have questions or comments, let's hear 'em. We are here to educate not argue, but if we can do the former, we always appreciate the opportunity. And feel free to reach out to us (ask for Brandon - he's better at this than I am - http://www.lifeline-fire.com/). And while still not officially announced, our Lifeline certificates given at every race on the 2020 schedule will be a new format that will almost completely cover the cost of your required 2 year recertification, so one team per race will lose the opportunity to complain. Thank you all for having us as a partner in your series and racing! James
  8. 19 points
    Paul, after talking with you at Indy, and seeing the damage to your car - and especially seeing the Connolly car from before and after the event - I was waiting for you to chime in. For many of us racing in ChampCar, 1 of the main reasons we are here is because of the affordability this series provides us. Having said that, an accident that would scrap our car would be devastating to have to start all over again. Teams such as Connolly's or Tuttle's, that obviously have bigger budgets than most of us, and have often times shown blatant disrespect for their competitors - need to be reprimanded or banned, IMHO. Yes, they enter many races, but if they total low budget teams' cars every time they race, then the series is also losing revenue - revenue that is coming from teams who the series was intentionally meant for. Paul's post says it all. If teams are looking at who's entered, and avoiding those races, it's bad for the series as a whole. Part of the reason we enter the lesser attended races is because we are not the most experienced team out there, and we could ill afford to start all over again.
  9. 18 points
    The Board of Directors is currently investigating the events of the weekend and would appreciate the time and ability to to complete such before we make any rushed decisions. As such, I'm also asking that any staff members of CCES please refrain from commenting any further on this subject UNTIL the Board has completed our review and the BOARD will respond to the membership with a recap of what happened this past weekend and the steps we will take to make sure we don't find ourselves in this spot again. Thanks Rich and the BoD.
  10. 18 points
    If all of this turns out to be true VRG is going to be EXTREMELY disappointed in this series. It’s one thing to file a protest with a form because tech is not aware of what right looks like, it’s another thing for tech to know what’s not right and do nothing about it because there was no form submitted!
  11. 16 points
  12. 16 points
    So instead of actually enforcing the rules we are going to give everyone free springs instead of making 1 team take points for them? ZERO sense.
  13. 16 points
    With all due respect if the explanation was that simple a post should of been put out Saturday night or Sunday morning. It would of stopped three days of hearsay & finger pointing. I also don't think censorship is a healthy item especially for a Club. In the tread that was deleted there was some bad mouthing going on but I also saw some viable criticism on how to correct some issues. I typed out a long answer to a question asked went to post it & topic closed. I'm running for the board because I enjoy ChampCar and want to see it prosper, comments both good & bad should be voiced.
  14. 16 points
    MIke, I am with you 100% on this. We have certain teams we know have "issues" on track. We try to avoid them and do watch to see who all is entered at events before we go. At Indy that car came to pit road and looked like a $10k used car....after the first day I don't think it had a panel on it that wasn't damaged. Pair that with having to tell them multiple times to put down visors, wear gloves, etc as a pit marshal, only to have them b!@Ch me out after a stop for costing them time, I have no sympathy. Play by the rules, or get parked. I seriously like the idea of scannable tags on helmets and logging incidents for cars/drivers at events. Indy was crazy on Sunday with stupid, yes stupid, contact. This one is inexcusable and I think if I was in charge I might have just cut the driver band and said "see ya", had that system been in place. And, yes I'm ranting, this is the guy that was talking crap about the series when he came here and spouting credentials, paying a mechanic $15k and a place to live to win a freaking metal sculpture. Maybe I'm a simple minded Midwesterner, but as they say in the South, bless your heart sir, you earned it....
  15. 16 points
    Brett, I appreciate you stopping by and saying that it was all your fault. Looking at the video, I can't blame you 100%. It looks like there may have been room to initiate the pass. What I was actually trying to do is give you enough room to back off before we both ran out of track. It's a very dangerous part of the track and I did not think that anyone with matching power would try to go 2 wide. In the end I chalk it up to a racing incident and I do not harbor any ill feelings, especially after the way you handled it. Very classy. We can both learn from it. I am just glad that I walked away from it.
  16. 15 points
    What a rollercoaster of a weekend at Nelson Ledges Road Course with ChampCar Endurance Series. Friday at practice, Violette was doing great. No issues and she has a really fast pace. Saturday's 8 hour race was a heartbreaker. We started in 30th and Mike Smith worked us up to the top 5 pretty quickly. We then get called in for PUY call and sat for 3 minutes. Mike goes back out and starts setting a good pace, but then found the tire wall. We had damage to the splitter and had to fix it with aome zipties. Jeremy went out for the 2nd stint and put in a heck of a fast stint. He made up a lot od time and put us back in the top 10. In the mean time, I talked to Mike and he said he never passed under yellow. So we went back to our video and showed there was no PUY that happened and ChampCar gave us back laps. We are now sitting in 3rd place. Allan goes out for the third stint and right away starts putting down 2-3 seconds a lap faster laps in over the other teams. We catch Premium Dudes and pass them for the lead. 12 laps later we bad an off and had to come in to fix the splittr again. We are still in the hunt at that time. I get in the car and the rear was way unstable. I came in and found out our wheel bearing in the rear was done. Sunday's race was just a disaster from the start. We had the center support for the driveshaft and a rear strunt mount give up. We found another driveshaft support from Premium Dudes but we didn't have an extra rear strut mount later on. Thomas and Kip did awesome in crewing as always. It is always a game changer when you have good crew. My highlight for the weekend was have my wife and daughter at the race track all together for the first time. Thanks to all the staff and volunteers. It was a lot of fun pitting with @wvumtnbkr, @bbaker480 and @NigelStu. Thanks again @enginerd for the use of thr bushing. Good to see @Burningham, @MR2 Biohazard, @Gkuhn41, @red0 @scottykand all the other folks! See you all at Indy!
  17. 15 points
    @Ray Franck please consult with Chisek and Jay before continuing here... it looks like you are about to assert that mixing and matching parts within a platform is OK. You do not want to say this. Please do not say this. Mixing and matching the best parts from different cars within a generation allows for a Frankenstein car to be built which exceeds the performance of any of those factory spec cars. This is not a precedent you want to set.
  18. 15 points
    Just got back from Laguna, trying to get caught up. Here is where we are at to the best of my knowledge: Problems from Barber were: -parts approved by text or calls. Solution: we will no longer do this. All future requests for approvals will done through official channels, and be looked at by multiple parties including the TAC. A public log will be posted for all to see. -There are stock parts available for the Boxster that are not GT3 parts. R3R has been made aware and it appears they are not racing with Champcar next season. I would prefer they come back completely legal but it's their call. -the spring rule is still being discussed. The Board has opined to the TAC and awaiting feedback. We are trying to come up with the best solution, stay tuned. I hope all that helps.
  19. 15 points
    I would encourage Mike to take down that video, it does more damage to the series than anything I've read here. The "if you don't like what we're doing..." statement at around 7:05 was a bad look.
  20. 15 points
    I made the previous post about impound so I'll go through some of this starting with impound. I probably get the order wrong but you'll get the idea. We get the car in impound. Since there are 3 of us and one just got out of the car, me and Casey jack the car up and take the wheels off. About then I realize I left the logbook in the rv, so I run to get it. I come back, Bill is there for post race interview. We do that. Then Jack Baldwin comes up and asks who was in the car, he wants to talk to him. So we holler for Chris and we have a great discussion about the last 2 hours of racing. Then a few of the WUDU guys come up and we high five and bull cookies about everything that happened during the day. A few others come around and talk. Celebratory beer is drank. My 82 year old mother calls to congratulate so that takes a minute or two. OK, how much time have we used up of the 30 min impound? I don't know, maybe 10 min or more. So, then we say, oh yeah let's look at the other cars. We go to the boxter because we had noted questionable parts at a previous race and had the understanding they had been dealt with. It has adjustable front lower control arms, no mention on the tech form. We go find officials, we say this car never came with adjustable front control arms. Putting them on there is an advantage for suspension set up. We go back and forth on 996, 997, blah, blah, blah P car stuff. They go talk to the team for a few minutes, they come back and say that earlier in the year when asked if they can run that tech and Mike spent hours talking to Porsche dealers and Porsche NA about the part number for a boxter. The dealers say they will supercede the boxter part and send the adjustable arm when asked and that it basically has the same part number. We say, yes but the boxter never came with an adjustable arm. Mike says well since the team asked and was approved based on their research they would not accept a protest on that and they would go back to the table on that with the help of my guy Casey who knows those cars and part numbers. All of this seems reasonable right? The team thought they were legal based on approval from tech, tech/leadership thought they were ok based on what some dealers told them about superceding part numbers, we thought they were both wrong because the boxter never came with an adjustable arm. So who is right? I think I know who is right, but that's just my opinion. And let's say I am right, how in hell could I ahead of impound have a sheet filled out that I didn't even know what to fill out before these discussions? So, how much time have we used up in impound? By now we are getting close or past the end of the 30 min period right? So, we move to the rear suspension. In our opinion there are parts there that did not come on a boxter. I am not sure of the reasoning on why they think they are ok, but something around repurposing another suspension arm or something like that, don't remember what was said. The reasoning seemed weak but at least they had an answer. So, we say never came on a boxter, they say repurposed and approved. We are told if you want to file a protest on that, we'll consider a protest on the rear toe arms. I am told you have to fill out the protest form and sign it and pay the $50. I say ok I will fill out a form. I am told the rules say you have to have it and fill it out. Since I have never gotten to this point to actually file a protest prior to this, I say that's a new one on me. Guess I should have paid attention to that rule, but I didn't and I don't have a form. So, after that the team owner and I have a discussion and since I did not have a protest form and there seems to be some miscommunication between what is approved or not for the rear and it is well past the 30 minute impound time I elect to withdraw my protest. In fairness to them, time was up, actually well past. Put up or shut up so I elected to shut up and race another day which by the way is only a few hours away. Time to get the car ready for Sunday, get something to eat, and get some rest. Seemed like the best path at the time to me. That's about the best I can do to recall a 30 to 45 min time period. If you don't like it, print out a form and protest me at the next race. Edit: oh yeah, and if you do, bring your own form. In the words of Forrest Gump, that's about all I got to say about that.
  21. 15 points
    One thing you guys should consider, impound happens after a long day of racing and is only 30 minutes typically. I drove in the rain first stint and it was very fatiguing for an old guy like me. I fueled the other stops since there are only 3 of us which may not sound like much but hey I ain't as good as I once was. Then we have the last 2 hours of the race my car with Chris Preston in it was racing against a legend Jack Baldwin going toe to toe. I am like hell yeah this is some awesome stuff going on. It was phenomenal racing, I have never been that excited watching my car battle it out. It's what this series is made for, pure adrenaline and excitement and it came down to the end just like you would hope it would. As far as impound I am in the middle of terrible problems in my day job so let me think about what I want to say while I can think clearly and not just stir up more sheet since it's kind of complicated. I'll do that tonight, sorry to leave you hanging. And yes, it had never occurred to me I had to have a printed sheet, but it says it clearly in the rules so that's on me not having one if one was to be filed.
  22. 14 points
    We are still moving ahead @SonsOfIrony. As @Team Infiniti mentioned, we are working night and day on PPE gear for over a month now and this has pushed back our development cycle on this product and some other products. We saw a situation where hospitals, first responders, and elder care workers were going to have no supplies and were wholly unprepared. We jumped on the opportunity using our global sourcing network and have been pushing as hard as we can on sourced PPE Gear & locally made PPE Gear. We're doing it at cost and are arranging as many donations as we can as quickly as we can. We recently switched from a Facebook Fundraiser to a GoFundMe here https://www.gofundme.com/f/virginianeedsppe . Contact virginianeedsppe@gmail.com if you know of any locations in desperate need or if you are able to offer volunteer time, 3D printing capability, funding, etc. Back to the Flagtronics system, we have a new form factor (compared to the late prototype version shown below) for the next revision hardware which has a smaller antenna on the top and closer to the centerline. There are two rear connectors which are now sealed. There are two buttons on the front. The antenna packaging is now smaller but the sealed connector packaging adds some depth. We will offer cage mount and dash mount options as well as an adhesive option. Here is an overview that isn't ChampCar specific: Pretty much. 12V hard wired is the preferred source. There is a GPS puck that will need to be routed. You will want to avoid light sources like screens pointing at the back of the unit where the ambient light sensor sits. Yes, this will be a permanent requirement. It's very small & very portable. We have over 18,000 laps at 6 tracks and have been developing this system for several years. We should be making an announcement next month and offering more technical details.
  23. 14 points
    I think you meant to say "mid season enforcement of an existing rule I had an exemption to...." Trust me, allowing manifolds required to make a swap happen would save me points as well. Seems silly I cannot reuse the stock neon intake when I swap in a taller deck version of the same engine (2.4 swap from 2.0). However this has been a rule for a long time, and I have either eaten the manifold cost or cut huge holes in the hood, moved oem engine location and raised the seat in the car. Unless you have a 240SX and have that level of lobbying power, manifolds that don't fit require points or a welder. It stinks when you have an exemption to the rules and it evaporates. This will cause real trouble for you, and I hope a reasonable solution comes out for you like the equinox header...... But be honest with us and yourself, this was a mid year change to your rule exemption (aka freebie) and not an actual change in the rules.
  24. 14 points
    I’d just like to say it was a fantastic event, a little warmer than Road Atlanta <smile>, but still cold to us lightweights. The East Coast cars made strong statements about their outright speed at the drop of the green Saturday. Our plan was to set a pace and see where we were after ¾ distance. Our conservative strategy paid off-we were able to pass four cars on track in our last stint and we were rewarded with P2. We were running P4 before lunch on Sunday, but alas, it was not meant to be and we eventually lost an oil pump. With regard to the forum chatter, we can complain about body damage, who the pace car picked up, our bad luck from mechanicals, annual tech inspection, rules we view as unfair-but those are either part of racing or things we have avenues to address & improve. I prefer to focus on the great on track battles, the great comradery in the paddock (awesome to have the Coan cousins there), and the great event put on by the Champcar staff. Our team was able to celebrate John Morton’s 78th Birthday (yes, he is probably STILL faster than you <lol>), have great Italian food, see the blooming Almond trees towing up the 5 freeway, and eat amazing Tri-Tip at Harris Ranch. Life is good. Count your blessings. We are lucky to be able to do this.
  25. 14 points
    I think we should just close up all the loopholes and stuff that isn't universal across all makes and models. No special interpretations, no re-using this or that, just a value for the car and a list of stuff that costs points. Anything not on the list gets assigned a value and applies to every use of that part. The fact that there is a debate about being able to run 2 exhaust cams or the way better exhaust manifolds off a different car for free is what is wrong with this series. Way too many rule lawyers and interpretations. If you don't have the two cams the engine came with inside the engine activating the valves they are supposed to activate, its a cam change and it costs points. Should be that way for every car and you shouldn't have to do a bunch of detective work to figure out what special version of the rule book is being cleverly interpreted by the other teams. How many point value parts have been allowed for free or reduced points for a certain team, car, situation? I think it's time to get all the skeletons out of the closet. Maybe it's just me though. 🤷‍♂️
  26. 14 points
    Thanks for your post Rich, I feel this clearly communicates a few points that needed to be made. Thanks for your addition Jer. I would like to add: Please consider the things you say here and on the Champcar FB as a representation of the club. There are certain things that cannot be said. Certain language is also not acceptable. The club, as an organization, has to be cautious of some things (think, HR at a job - what would NOT be acceptable to say to another employee). Statements of fact are OK. Criticisms of things that took place are OK. Personal insults are not OK. I believe the discussion thread here has been restored and locked. The FB thread was deleted by its creator, not CCES - see the 2nd to last post in the forum thread. On another note, My personal stance is that Mike made a mistake by posting that red flag video before all the information was in his hands. As a leader he had to make a decision on when to make a statement. Too soon and you don't have all the information. Too late and the crowd works itself into a frenzy. I think he compromised and both happened (lol). After watching the video I was angry. He gave a poor explanation of what happened, followed by 7 minutes of discussion on an obscure rule and "threats" of banning members. I called him and we had a good discussion. I think the message about banning members was not really what he intended, and I hope he corrects the message in the future, once he has had time to digest what happened and discuss with his staff and the BOD. I also believe that the technical picture he presented was not fully accurate. It's my understanding that he did not have the full picture when he made that video this morning. I hope he can provide more information about the technical happenings at some point. I believe he is on the right path, and is trying to make things right. I have faith that the mistakes that were made will be assessed and corrective actions will be made to improve the series. Also, I dig the suit. Regards, Chris
  27. 14 points
    Thoughts from a little guy...... 1) It's been 'entertaining' reading this 13 page (so far) thread and the various Facebook threads. Who knew that 'green font'' was even a thing? 2) Sounds like R3R was not on their best behavior this past weekend. 3) Burningham seems like a very cool guy. He's just the kind of folks I like to race with. 4) I'm guessing that everyone involved in this drama wishes they could have a 'do over'. 5) People are going to cheat. Its racing. Get over it. Learn how to race within the rules or learn how to cheat better. Your call. Its been this way since the start to of time. 6) Writing a rule book and enforcing it (with minimal resources and staffing) is a REAL hard (nearly impossible) job. Its no wonder rule books grow to hundreds of pages (SCCA, NASCAR, ) 7) We are a grass roots racing organization. This is a hobby we're all passionate about. It is not rocket surgery or life or death. 8. The organizers and board of directors are a hard working, fair minded, customer focused bunch who do their best, every day, to make it fun for all of us. 9) Champcar is on the right track. We've got a full calendar of events with good car counts at lots of great tracks. Race events run smoothly with little drama. When problems arise management uses a common sense approach to resolve the issues as opposed to a long, drawn out, officious process. (I'm looking at you SCCA, Yes, I know... I'm a 37 year SCCA member) 10. I get a kick out of rolling into the paddock with our open trailer and seeing the big rigs of Tuttle and Sahlen and the others. I think its cool that Randy Pobst, Jack Baldwin, Pippa Man, Bill Riley and others come out and join us. They are all here to race just like the rest of us. 11) I've got total faith that Mike, and Jay, and Bill and Dana and all of the BOD and officials will learn from this weekend and do a better job next time. 12) I can't wait to get out there and do it again. See you all at Watkins Glen!
  28. 14 points
    I hope this is true. If it is, our media needs to stop loving up to the big money coming to the races and feature the little guys in pre race publicity. Just a thought.
  29. 14 points
    Before I worked with Tire Rack, Hankook was on my radar. Multiple emails and calls I gave up. Tire Rack wants to be the exclusive retailer for ChampCar for all tires. That's in the contract that we signed. Maybe I'll see if I can talk to Tire Rack to see if we can workout a Hankook or Bridgestone type contingency. We are in year one of a relationship. Tire Rack is contracted for three years with two years of renewal options. I wanted to walk before we ran. We are in the middle of giving away $10k in tires this year and people who are registered to race have chances to win. We did this so in case the same team was winning all year other teams had a chance at these. I'm all ears on how I can help support members on this series with sponsorships and giving back. That's the goal. We will never be a spec tire series. I believe in not one shoe fits all.
  30. 14 points
    My personal opinion is that, outside of evasive maneuvers, if you attempt to pass someone off the paved racing surface then any/all damage that occurs as a result is 100% your fault.
  31. 13 points
    I have been out of the seat for awhile. 2016 was my last full year of racing as I took on this job at ChampCar. Since then I did two races in the hyper slow Opel GT, one race in a Celica, and 1/2 a stint in the MR2 GTv6 at Utah, and one rain race at VIR in 2018. So it's been quite awhile since I had any seat time. I was really excited about racing in the 24 with Visceral. I was finally able to drive a Porsche in a race. Been a dream for me since I was a kid. But I was also afraid of how bad my performance would be. When I ran the MR2 at the December 2018 VIR north races, I thought I would just hop in and be able to kick off stupid fast lap times like the old days. That's when I remembered how important seat time is. I had none. I made really bad decisions in that race, especially with being over confident. I vowed that I would not do that again. Especially driving someone else's car, that I was financially responsible for. Not only was I racing, but I was the onsite producer for the ChampCar.live show. Saturday morning. I wake up at 4am. Race mornings are always really stressful for me due to all the work I have to do before we go live with the show. Now I am adding the onsite studio for Doc and guests, the live track cameras, and the live in-car cameras. Saturday practice went well. I got about 15 minutes in the car to familiarize myself with the way the car handled. That was enough to know that the car handled really well, and I could forget about the car and work on me and my driving. I fit the car, sorta. As most know, I have a shape, round. Doc may have mentioned that about eleventy-hundred times during the broadcast. My own car has a seat that fits me. The bars in the seat put some pretty bad pressure on my hips. This may have contributed to cramping in my legs later on. But, I can work around all that. I got all the local assets working for the show, then reported to Viscerals paddock spot. I feel pukey from the stress. I keep thinking about how bad I am going to do, will I look silly, will I hurt the equipment, or worse yet, hurt someone elses day? Crap like that. They strap me in the car, we roll out, and I am at the back of the pack, in 47th place. I am right behind the fast looking RVA Graphics and Wraps E46 M3 driven by some big guy named Justin Andress. He is some ex-football star turned race winner. I quickly get on his tail, and I am fighting for position. I think I have him positioned for the perfect pass, but remember that we are still in the formation laps and under yellow. As soon as the flag goes green I am on it. But cautiously. I am making some passes. Trying to be clean. Stay away from peeps. Don't hurt the duct tape. My drivers contract said I was responsible for any damage I do to the car. I was trying hard not to think about how much 200 roles of duct tape costs. Probably a lot. The second lap was insane. As we come down roller coast I am caught up in the mass of cars that were slower. Oh my... this is why I love to start the race. Traffic management is so much fun. I may or may not have screamed that on the radio! It was so much fun. so many cars lumped together. 3 wide on the front straight. 2 wide going up the esses, and finally getting by that group on the front straight on lap 3 when everyone gets in single files rows. I can settle down and work on my driving now. I am doing 2:25 to 2:28 laps. I remember Ron telling me I needed to average 2:20s. So I need to work on this a lot. This being skill. On lap 44 I am told to pit. My two hours are up on a FCY. perfect. I pull into our spot. Go to jump out, and my leg cramps that started 2 laps ago come back and make it hard for me to get out of the car. As I push my head bast the roll bar, one of the helpers grabs my shoulders to assist, so I give a final pust just as he lets go and I go crashing to the pit lane like a face plant. All I could think about was I hope that there are no cameras nearby, Doc would never let me live that down. Ever. I took us to 12th place. Blew me away. Ron gets in the car and does a 1:20. Ok. I have some thinking to do. Where was I going wrong? Well one thing I know is that the AIM SOLO was dot set the way I like it. It was set to lap times, and not predictive timing. So after talking with troy, I was able to remember how to cycle through the types of timing. But I also thought about how I was taking corners, and sorted out the mistakes I made. The biggest one was not trusting the car. Sunday. I am doing the 8am to 10am stint. Seriously. I was thinking of just asking the team to put me in for an hour, if at all. But then, I just needed to man up and push all my doubt to the side, and do this mofo. Just get out there and be a racing driver. Go fast, go fast, go fast. So that's what I did. Well, kinda. Fast for me. I think trusting the car and the tires, and having some racing skill return, I was able to really get back into the the low 2:20s. I focused on the Aim Solo and was finally able to get a 2:19. The racing was fun too. At one point I had my sights on the Fiero. One can never let a Fiero beat me. Well, that did not go as planned as that car was fast, and one I could just not catch. As any good competitor know, you then put your focus on something more attainable. Like staying ahead of NLS, who after their win at Charlotte I knew would feel cocky with that fast little car. I went in in 13th place. And pretty much held us there the whole stint, putting us into 12th a few laps from my two hour limit. Ron then took over, and on his 4th lap out, laid down a 2:15. So there goes my excuse of the tires being old. I loved it. This was so much fun getting back into the seat of a top car. Thanks to Visceral, Ron, Jay, James, and Justin, Ron's father, and Troy. This is one hell of a team. Ron prepared a hell of a car, and now I know why he has so many trophies. Now, time to get back to my day job.
  32. 13 points
    So, we officially took two cars to a track day at Autobahn Full Course today....believe it or not, both cars had zero issues and drove back on the trailer...this is a first for us in 7 years of racing. I would assume the 11 month hiatus helped to make sure we checked everything many times...on to Gingerman with a list of minor things to attend too.
  33. 13 points
    Rolling down I-20 with a worn out race car in tow. COTA is surprisingly hard on tires and equipment. But other than Barber (local) it is my favorite track in the country. Fast and slow. Very technical. Highlights for us: Saturday blown motor mount. An hour before we had loaned out our only set to another team. Odds of that? Luckily Brian with 9-4 loaned us a set. Thanks to them, great people. Finished in the teens somewhere. Sunday car was flawless and had moved up to second place due to attrition ahead of us when with ten minutes left the hood pins broke out of the radiator support. Managed to drive it around 3 miles to get it to the pits and ran a strap over it and get back out to still finish in 2nd place. Of all the strange stuff that has happened on track that’s probably the strangest. Great times in the pits with Cone Crushers and 901 Motorsports. All good people. Thanks to all of those in this series that made this race happen. I know it wasn’t easy. A special shout out to Race Director Chelsey Vickery, I thought she did a great job running this race considering all of the extraneous stuff to deal with. We have a good thing in Champcar, let’s keep it going strong.
  34. 13 points
    Now that the thread is up, I figured it would be a good time to talk about running the track in reverse on Sunday. I've had some racers contact me elsewhere and I thought maybe I could answer some questions. Some background, I live about 20 minutes from PBIR and I've been going there since I was a kid and it was called Palm Beach International the first time, before it became Morosso, and then Palm Beach International Raceway again.. So I know the track. We've been working with the management at PBIR since early last year on both a date and the configuration. I had some concerns, some of the same concerns that racers have expressed to me, but since last summer I've made around 5 trips to the track just to discuss this race. Last week I brought a second ChampCar staff member with me and we met with 5 members of the PBIR track management. We walked and drove the track in both directions. We addressed and developed solutions to.... Add barriers (tire bundles, wall sections, barricades, etc) to every area of wall or impact zone we even remotely thought would be an issue. We will add corner worker stations and move existing ones so the corner workers can see and flag properly around the course. We've addressed the placement of fencing so the reverse direction does not allow cars to jump barriers. We discussed the placement of service vehicles so they can respond to either direction. We are adding markers on the track surface to better identify the pit-in and pit-out entry lanes going each way. We are setting up pit lane so there is space at each end for cars to safely enter and exit, while allowing teams to remain in their same pit location each day. We've looked at each change from the standpoint of not creating a new or additional problem elsewhere And we are adding the chicane. Probably a good time to talk about the chicane. There's been some speculation about adding the chicane to "slow down cars". But that was not the purpose. As many of you know, the back stretch at PBIR is very long, so long that the high-horsepower cars can just run off. We wanted to change the tack configuration in such a way that the smaller displacement cars have an opportunity also. Essentially I wanted to be able to give you two completely different races in one weekend. With all this said, we are not done. PBIR is going to physically set up the track as we agreed at our last meeting. I will go back again, and both walk and drive the track with some speed and make sure we are all comfortable with it. If we identify any new issues, we will make additional adjustments. We are very aware that running a new configuration is a cool thing, and that it can create new and unforeseen challenges. I won't let the cool factor override the safety challenges. You guys are my customers, and many of you are close personal friends to me. I promise you I take your safety seriously. If I wouldn't run the track myself, I wouldn't ask you to. Looking forward to seeing you in Palm Beach! Dana
  35. 13 points
    As someone who has put a BUNCH of research into getting a spring to fit my OEM diameter to make what I feel is a bad donkey setup AND have had a tech official ask me specific questions about what the spring was, this really chaps my bottom. Our spring fits both top and bottom perches. The rule could easily say oem diam +/- at both ends. If you only need one end to fit, basically any car that uses a pigtail style coil end can go ahead and use race springs. Ughh. Rules lawyering is all this is. The intent of this rule is clear. And in my opinion the guys coming in with expensive cars and rigs are totally welcome (I want to beat you!) but management should have a very close watch on them and treat them to a very high standard so our show doesn't get ruined.
  36. 13 points
    You're not wrong, and opertunitys like that shouldn't be passed up. But they must play by the same rules as the rest of us. Arguably a team with so much exposure should be held to an even higher standard than a regular competitor. I don't envy the days ahead for you Jer. Stand your ground, it's safe to say a majority of competitors stand behind you.
  37. 13 points
    I was working the race. I had no direct involvement in any discussions. I talked to just about everyone discussing the events. Here are the facts. Everything here happened although it's possible that I missed some of the context. The key thing to remember is that no action was taken since no formal protest was filed. Everything below is just details that lead up to that result. Team R3R was running unclaimed parts at Indy Team R3R changed at least some of those parts before Barber Team R3R was still running unclaimed parts at Barber (Champcar officials acknowledged this at impound) Team R3R had two cars in the race on both days. On Saturday they lead car was battling with Burningham for the lead. They went back and forth 4 or five times in the last 45 minutes. The R3R car running in 3rd place set FTD toward the end of the race and started running slower laps. On the last lap the 3rd place R3R car got passed by the 1st place car placing it between the winning R3R car and Burningham. Burningham was not happy. Burningham noticed cheaty parts and brought them to Champcar's attention about 10 minutes or so into impound. I drank beers and wandered around. I came back and asked someone if a protest was filed about 25 or so minutes into impound. One of the protesting teams said "yes, champcar was handling it." Champcar deliberated about what to do. About 30 minutes later, the announcement was made that since no formal protest was filed as per the rules, there was no grounds to DQ or penalize R3R. I am 100% sure that the teams who were protesting the cheaty parts would have filed the paperwork, but they didn't think it was necessary (and didn't actually have a copy of the form).
  38. 13 points
    I think it’s worth commenting on the diversity in the top finishing cars. Champcar must be doing something right to create a series where Nissan sedans, Boxters, Hondas, Miata, BMWs, pony cars, etc. can race all day long and finish within a few laps of each other at the end.
  39. 13 points
    I will be looking to run for another term. I would appreciate your nomination and vote if you think I've done a good job for this organization for the last year and a half. I plan on writing up some items I have done and where I see the series in the next 3 years. Member number is 3470
  40. 13 points
    The flagtronics requirement is shady at best. champcar should be ashamed the technology is not ready - it’s a crutch for not paying attention to what’s happening, like backup cameras being a crutch for situational awareness.
  41. 13 points
    Nope. Your driver and any driver should never move out of the racing lane to "get out of the way" of a faster car. That leads to unpredicitability and more carnage. Hold your line and be predictable, even if slow. Faster cars will find their way around you.
  42. 12 points
    DiscoveryParts is proud to continue as the "B" Class Sponsor for 2020. The entire DiscoveryParts team is excited to continue our relationship with ChampCar and would like to thank the entire ChampCar family for the great support of our company. Discount for ChampCar Racers: https://discoveryparts.com/content/17-press-release-discoveryparts-announced-as-official-champcar-endurance-series-supporter Ron Zappendorf DiscoveryParts Inc. Orders: 888.748.7223 Tech: 706-344-1235 General: sales@discoveryParts Direct: ron.z@discoveryparts.com
  43. 12 points
    This really isn't a rule change. Read the BCCR. Read 4.5.3 That section hasn't change for a couple of years. It clearly states stock. The BOD and TAC have finally decided to enforce the rules as written instead of having unwritten rules and different rules for different makes and models. Good on them! Step in the right direction.
  44. 12 points
    Ours was like "hell no you stay out, we ain't letting those guys take 3rd without a race" and as soon as I quit keying the mic I said I sure am glad it's huggy out there and not me.
  45. 12 points
    This is more like a year in review than an event review. This race has always been a nemesis for the Level One Racing Miata. Whether because of mechanical failures or contact, we have always had trouble at this event. In the 2018 NYE race we lost 3rd gear 30 min in, but maintained the class lead and top three overall until the PPF broke at the diff, with less than two hours to go. With overnight repairs completed we started Sunday from the back of the field and made our way up to 7th overall when the #pointbyonthefrontstretchvortexofdangerinturnone contact took us out of contention. Our first race in 2019 was The Daytona 14. The car was brilliant. We were running a consistent fourth overall and leading the class by two laps when the engine relieved itself of lubrication exiting turn three at just short of six hours. Lots of things happened in the downtime until the Sebring 14. While a new ’99 engine was sourced and being freshened we purchased a full, lightweight top and I began the process of building a Lexan/plexiglass rear fastback hatch. We showed up at The Sebring 14 with an all new hammer. A “new” ’99 swap, full roof, Lexan fastback and various other improved little details. The one thing we didn’t do was test our new hammer. Within ten corners of the start, the clutch decided smoking was better than sticking and died a very rapid death. We were all so disappointed we decided against a repair and took it back to the shop. With all clutch/flywheel repairs complete and several small details completed, (I can’t leave it alone) I tested the car at Sebring in late November. I made it about 14 min into the first session when the motor tightened up. This time instead of driving it until it exploded, I coasted in to the short course pits and got towed to the paddock. The car went back to the engine builder where he replaced rod #4 and the crank. Here is where the 2019 Sebring NYE Double 7’s story begins. We entered the PDG HPDE on Friday to test the car. This proved crucial for two reasons. I took the first session. It wasn’t raining but the track was very wet. I slid around for several laps and the car felt good and strong. I also discovered the slick pavement at the exit of T17. I was unable to feed any power if I was on the proper exit line. This would prove disastrous for several teams on Saturday. Nick and Paul showed up and Nick took the car out late for the second session. Paul and I went upstairs to watch. As Nick was bringing the car to pit lane after the session was over, I noticed a strange glow under the car and quickly realized it was on fire. I flew down the stairs and got to our pit just as Nick rolled to a stop and pulled the fire pin. I hit the right front with my 10lb bottle, then opened the hood and got the rest. The fire crew showed up a moment later and cooled it off with water. It looked bad and I was dejected. Without assessing anything I declared we were “done”. It was 10AM! Nick being young, and not a tired, old man like me had a different opinion. We pushed the car to our paddock area and washed off as much of the extinguisher crud as possible. Nick mentioned the engine just shut off like it had no fuel. Looking at the engine and shaking things it seemed the fuel lines were moving allot. Nick cranked it over and fuel was spewing from both lines at the intake. The return line had a split and the main line was fully detached. It was at that point I thought it might be fixable. We started a parts list and sent Paul off to the store for fuel line, vacuum line and some purge valves. We also needed a fire suppression system and luckily Discovery Parts had one. A special thanks to Ron for providing us with the parts and installation suggestions. We had the car running by noon but that revealed other parts that were needed. Parts not readily available at AdvanceNAPAZone. We pushed the car to our garage, put it on jack stands and began taking things apart. Thanks to our friends from B Squad Motorsports we found Pablo from Eccentric Auto. Pablo is a SCCA ITA Driver and Drag Racer in Sebring that is hoarding all things Miata. Lucky for us he had a throttle cable, clutch slave and lines and an injector harness. Off to Pablo’s for Paul and John. Nick started on the fire system installation while I rewired the water temp gauge, taped up some bare wires not easily replaced, repaired the melted belly pan and changed the oil. The boys returned with the parts from Pablo and Paul and I started working on the throttle cable while John started cleaning up the car. Nick finished up the fire bottle install, helped me with the clutch slave and line replacement and replaced the injector harness. The car came off the jack stands around 8PM and I “tested” it in the paddock. All systems were functioning as intended so the car was parked and covered. Let the beer drinking begin. Saturday was gloomy with showers predicted on and off all day. I informed the team I would not be driving in the wet. I was perfectly fine being fuel man for the day. Line up would be John Wilding, Nick Soriano and The John Davison. JW would finish. At the drivers meeting the number selection was pit 63. We were pit 7. That meant we would be starting near the back of the field. I mentioned about the drag race start boxes at the exit to T17 and how slick they were during the previous days testing. I have been racing at Sebring for almost three decades and had never experienced that area being so slick in the wet before. Unfortunately, several teams would ultimately lose their cars on the front stretch, partly due to that area. The green flag waved, and we moved up slightly. Then a big crash on the front straight that involved our B Squad Motorsports friends brought the field under FCY. Sadly, the B Squad car was the first of several that did not survive the Sebring concrete walls. At the restart JW radioed that the car was cutting out on right hand turns. He brought it in a lap later and we spent almost five minutes taping and tie wrapping wires. Whatever was causing the problem got fixed because the car was perfect after that. We rejoined the field in 57th position. At this point we were simply driving to stay out of trouble and get what we could get. The track was horrible, but the car was fantastic. The drivers did a superb job of staying out of trouble while making up positions on track, and our pit stops were flawless. Add all that up, mix in several more full course cautions and that got us to an 11th overall finish and a 3rd in class, with a fastest class lap! We bled the brakes, changed the oil, cleaned the car and covered it up. Let the drinking begin. The paddock was fun Saturday night. Elon came over to check on us and invited the group over for some Lasagna. JW, JD, Nick and Paul headed that way while Kellie (my GF) and I took a different route. I guess all the Saturday excitement wore out my 18-year-old son because he made his way to the truck for the night. As we were passing by the restrooms, I noticed a Seafood boil going on. I made a comment like “Hey look, crab le…” and before I could finish, there was a plate in front of me. Lots of eating and chatting about the day ensued. A special thanks to the folks at Hochunk Racing for all that great food. Very much appreciate the hospitality. We made our way to Elon’s just about the time most folks were moving along. Preston and the boys went one way and Kellie and I walked thru the garages to find the FatCrack bunch mingling with the VERY young 20 something kids from the CU-Boulder Racing Team. They were playing beer pong on the hood of their Miata! I really enjoyed chatting with those young minds that are so interested in the sport we all love. I showed them our car, discussed the track and just had a nice time sharing ideas with these young kids. Very impressive to get their team from Colorado to Sebring on a college budget. Sunday was a new day. The weather was supposed to be better and I decided to get in the car for a stint. The grid was inverted from Saturday so that meant we would start near the front. Here was our chance to redeem ourselves. JW started again and we settled in around 10th overall. At about the 30 min mark he radios that the alternator is spiking to 18 volts! We spend the next 24 min changing the alternator, refueling and changing the driver. A special thanks to Dan Pardus from the Agent Chrome team (2nd in class on Sat, Winners on Sunday) for jumping in and replacing the alternator. I was getting tools and the jack and when I got to the car, he already had bolts removed! We rejoined the race in 54th with JD now driving. John steadily moved the car up in the standings and set fast lap of the class as the track was nearly dry. Shortly before his stint was over it began to mist rain. I wavered about getting in but decided to go for it. The track was still relatively dry when I got in, but conditions quickly went from partially dry to full wet back to partially dry. I moved us up some in the standings but some mistakes (two spins in T17 and inadvertently shutting off the ignition switch during a FCY) meant that I had lots of work to do to move back up. I was approaching the end of my stint when the track went FCY. The team decided to call me in slightly early to get Nick in for a run to the finish. Another flawless pit stop and Nick rejoins the race 27th overall and 4th in class. We knew this was going to be a fuel conservation stint as it would be right at two hours to the checkers. The hope was for another FCY (that never happened) for a chance to finish top 20. Nick did a superb job of moving us up the standings while conserving fuel. With about 4 min left on the clock Nick reports the car is stumbling. We were 16th overall, 2nd in class. With one lap remaining Nick is screaming. “It’s out, it’s out, I’m in T17”. The checkers flew and we ended up 18th overall and 3rd in class! I want to thank everyone on the Level One Racing Miata team. The level of dedication, passion and drive to succeeded is only superseded by your epic mustaches. 😂 Thank you Nick, John W, John D, Paul S, Greg P, Kellie C and especially my son Dylan in his first race with ChampCar. Congratulations to the winners. This was one of the toughest races any of us have ever been in. Sebring on her own in the dry is challenging. Add all that water and the issues on the front straight and that makes finishing these races all that more rewarding. Thank you to the ChampCar staff. You guys faced your own set of challenges from the Friday Tech and Registration outside to all the crashing and wet weather staffing you need to make these races go smoothly. Very well done. To the young lady that sang the National Anthem. You are a gem. That was an outstanding performance. Thank you very much. Lastly, no, I didn’t pay Randy to say that about me at the meeting on Sunday.😃
  46. 12 points
    I am waiting for the rest of the board to give feedback on the help ticket item. Bill and I tested it on Thanksgiving and it works great. Good for a checks and balance and an item where rule interpretations or clarifications can be kept public. Think of it as a knowledge base for everyone: members, tech, TAC and board.
  47. 12 points
    Jer, if ChampCar is going to be sticklers about having a form submitted, then they need to make the form available at the race to anyone who wants one. Saying, "we're a self-policing organization" and then putting barriers in place for that process to work is the definition of a chilling environment. Its not like we're all hauling printers around in our trailers.
  48. 12 points
    A team previously caught cheating says cheating wasn't that big a deal then OK.
  49. 12 points
    We likely brought this on. Our filler hose burst and allowed fuel to spill. My brother was badly burned and very lucky to survive. With a better barrier, I believe the fire would have been contained, at least long enough to get him out of the car with minor to no injuries. Mender, I have a lot of respect for you and think you have great insight into most issues. In my opinion though, this wasn't a "concerned citizen committee" making stuff up to coddle a generation (my words on the coddling comment, not yours). It was a real life issue/accident that played out on track at a ChampCar event. So I'm happy to be the source of inconvenience to every team in ChampCar if it reduces the risk of another family going through the hell we did over the last year. I'd give my left arm to give him 10, even 5 more seconds to get out. Drivers, fuel and fire are the three most dangerous things in our sport. In my opinion, its best to keep the three separate whenever possible.
  50. 12 points
    For those that don't follow me on Facebook, well... I left for Gingerman yesterday. I got an hour into the 12 hour trip and that's when Tyler asked me why I was leaving a week early. Doh! I want to be at the race track sooo bad! updating the original post now with the email and pit assignments
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