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While your concern is correct, the actual chance on the car rolling enough to damage the transaxle are rare for the "average" driver. Fortunately the parts subject to damaged are readily available and easy to replace on your own.

There are more important things to contemplate.

Brian

And why is this format favored over a Double National by the Division?

Brian

Thanks

Brian

The 2012 Glen National indicates that the Bonus Group is FF-FV-F500. Does this mean the this event is not a Double Nat anymore? The Bonus Group- FF-FV-F500, is the only group doubling up?

The Bonus Group is a new feature for the NED?

Brian

GPS Data | Databytes | Data By Luke // February 16, 2009 GPS offers a number of new ways to analyse and validate data. This article will give examples of the quality of data that can be expected to be gained, together with how this data can be used effectively. It will also outline what cannot be do...

Why the concern over detailed dimensions of the piston? What possible performance benefit do you perceive?

Brian

No doubt the spec tire is cheaper..... but in this specific case 'this benefit does compete with other criteria when discussing competitor participation. In this case you have a number of possible entrants that are committed the SCCA National racing and are not willing to purchase spec tires for a o...

While a spec tire is a method of reducing costs, this benefit does compete with other criteria when discussing competitor participation. In this case you have a number of possible entrants that are committed the SCCA National racing and are not willing to purchase spec tires for a occasional Regiona...

It makes perfect sense if you have made the judgement that there are competitors on GY or Hoosier that are not going to invest in a spec tire. In this case it is just as valid a consideration as the cost savings from a spec tire. I know as much as I love the SFR tracks and dates, I will not invest i...

First you define the problem and then you look for a solution. What you are asking is babble.

Brian

And there is some science to this since the angle can make for a decreasing or increasing spring rate. (Not much, but I am sure some people consider it for handling.) With a front wheel rate of 30-40 lb/in, you would be luck to feel a doubling of the wheel rate much less the few pounds you are talk...

The statement being challenged is very specific: "Obviously, you've never run any regionals in the San Francisco Region.... The [regional] front runners in our region can give national drivers a good run for their money." Ron Wake is the only person who was recently a front runner at SFR r...

1) I have not found any pistons available in a cast configuration. The goal is to find a core that can be machined to the required FV dimensions. You are not going to find such a casting. The only firms that are going to machine such pistons at very low volumes are performance piston suppliers. They...

"Obviously, you've never run any regionals in the San Francisco Region....The front runners in our region can give national drivers a good run for their money." And how has the last SFR regional front runner, Ron Wake, done at the Runoffs the last few years? Your statement is not supported...

The membership can get SCCA to disregard this if they choose.

Brian

"The theory behind it is the slight amount of twist the spring pack goes thru makes the length shorten a bit, therefore pulling the turkey leg in slightly and increasing camber slightly" That is not a bad theory. If you assume that the lower arm (sway bar beam) is riding against a thrust b...

1) I'm sorry to burst your bubble, but there is very little difference between the two spring packs you describe. The normal spring pack is so soft at about 30 lb/in wheel rate, you would never notice the change you are talking about. A normal race car has a wheel rate 100 lb/in or greater. 2) How d...

How wet was the track?

Brian

Who approves original or new Committee membership?

Brian

I'm not going to the Runoffs so I will work with you. Your issue is still not clear to me. Are we talking in the context of a normal zero roll suspension with all of is linkages? My no droop limiter setup uses all the same linkages of the standard suspension. The static camber setting and spring rat...

Steve's summary of my position is correct. I use a 350-500 lb., 4.0" long spring with a normal rocker or motion ratio. Rear grip is not an issue on the roughest of tracks.

Brian

Flexing? Are we talking about the crank bending or twisting along it's axis? I think the front pulleys crack do to twisting. There is a loading and then unloading of forces that causes a vibration in the pulley. Having a fan belt in use a stock engine might help the situation. I still don't understa...

I assume we are talking about crank flexing at the center bearing. Is it not supported by the center main bearing? How much flexing are you talking about? More than the .0015 clearance found on one side of the journal. I assume .0015 on each side of the journal for a total of .003 per bearing. Brian

1) "it is a compromise between that and dragging them at idle/low revs" What is causing the drag at idle/low revs, physical contact between the bearing and journal? 2) "I have a hard time believing that a layer of oil molecules is going to stop the flex" IF the oil film is strong...

How "free'" is the front suspension during a 1.5 G corner using plain thrust surfaces? Why do the shock manufactures make a big deal about shaft friction or striction?

Brian