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Richard

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Richard last won the day on October 5 2019

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  1. Are we really that surprised that a multi million dollar, purebred racing company with an unlimited budget and unlimited technology at their fingertips would build a legal car that proves the rules have no limits and then simply beats up on what amounts to 99% grassroots race teams? Even cruising around Indy five to six seconds off their own pace is enough to dominate the entire field. Their next step will be to bring in a crew of pro drivers just to see what the car is actually capable of. My only real question is; What's the point?
  2. The problem isn't the exploitation of the grey areas in the rules or teams pushing the absolute limit of the rules, it's the rules themselves. There are far too many free parts and everything that actually has an assigned point value is low enough that it becomes easy to build a car like this when you have the knowledge, time and money. When you don't have to worry about using a single point on handling or braking you can use your 350 points focusing on horsepower to overcome any handling limitations you may encounter keeping in mind that race springs, shock valving, brake calipe
  3. I think this is not a bad idea but I prefer green tracks and green drivers as this adds to the competition and strategy (which has all but disappeared). This is one of those things that doesn't need changing at all as it is working perfectly fine as it is.
  4. I know we all love to save money but Troy's breakdown of $/oz shows a minimum of $0.25/oz up to $2.99/oz. Apart from paper towel and air, brake fluid is about the least expensive part of our race cars. We change the fluid once a season with minor top ups here and there though my brother in law does like to pour at least one full bottle on to the garage floor during race prep. Don't let cost be a mitigating factor when making your choice. Find a fluid that works for you and buy four bottles. Brake fluid may not win you a race but it can certainly cost you one.
  5. Never, ever, ever skimp on brake components and that includes brake Fluid. I doubt if your choice of fluid is the problem when the car is static but can easily be part of the problem during competition. We use Motul RBF660 which has a wet boiling point of 299F (204C in the civilized world) and also switched to speed bleeders to make bleeding very simple and quick. Sounds like a MC issue or possibly a brake line issue since the pedal drops overnight. Check your braided lines for a very tiny kink or crimp in them as it could easily be a component coming in contact with a line and co
  6. The single biggest problem with a very sparse rule book is that interpretation is now completely open again and every team will manipulate the rules to suit. I like the very simple idea but I would reduce the 10% dyno allowance to 5%. Weighing and dyno'ing the cars must be done in impound, after each race. The ballast should be visible and located in an area specified by Champcar. I like it but I can see the races being won by the same teams who are winning now regardless of the rules. They win because everything went right at the right time, they drove well a
  7. We had the exact same problem on our Civic and solved the problem with a better alignment (have to thank Jay at Powersports Garage again) and increasing the tire pressures by 3lbs. Tire pressure is the quickest and easiest thing to do, check and measure so it can't hurt to start there. Any advice from Mender is also great advice. He has helped me a thousand times without ever knowing it!
  8. Add one more vote to ditching aluminum lugs. The weight saving is not worth the mechanical let down. They stretch and deform with heat, cold, too much torque etc. I tried them one race a long time ago and had one all but seize on to the stud.
  9. I doubt if Calabogie is going to get an official result thread so I'll do my thanking here instead of there. This was the best run Canadian event since Chumpcar (if we're allowed to say that) began coming up here and we've only missed one or two events. Despite the low car count, Carl did an absolutely bang up job running the whole weekend and his crew were just as good. I can't remember the name of the big guy who was patrolling pit lane but he was everywhere at once, informing all the teams about everything, correcting our mistakes without yelling and those whistles as cars rolle
  10. Now the bimmers want vtec too? It's understandable...
  11. This is patently untrue. There were no classes for years and the fields were larger (maybe not Daytona and The Glen) than they are now. Road America used to get 80+, Nelson was 70+, up here in Canada it was 40+ and all without classes. Obviously more races means smaller fields as the small budget teams, like ours, have to pick and choose events but eliminating classes would not reduce the fields but would, more than likely, encourage the current A Class cars to dig a little deeper to compete overall (there are A class exceptions, of course). Overall wins are always go
  12. Damn, this looked like another great Gingerman weekend. Sorry to have missed it! Am I going mad or did a BMW 325 win both B class and C Class on Saturday?
  13. You simply cannot compare Champcar class racing with any other type of class racing because of the sheer number of cars eligible to participate in the series. LeMans may have four classes but there are fewer than 20 different Make/Models in the entire series, let alone in one single class. If you want it split up fairly then the only way to do it is power/weight with each car weighed and dyno'ed before each race. Displacement is really the only other logical choice and it's working fine the way it is. Maybe, maybe, maybe increase A Class to 2.0L, combine B and C
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