Steve,
The engine proposal that I posted earlier and sent to the CRB is the AMA stock rule which I will copy below again.The exception is that they allow the cylinder head gasket surface and the block gasket surfaces to be machined to increase the compression ratio.I removed that because the F1000 committee has been against changing the compression ratio.I think that AMA's reasoning that I happen to personaly agree with is that the different motors come with all different compression ratios stock and in order for all the manufacturers to have an even playing field they allow that.My personal feeling is that we should have a maximum compression ratio like FF or FC and let everyone bring theirs up to the same level.AMA doesn't specify any particular ratio.I think they basicaly control it with the fuel that everyone has to run will only allow them to run so high.We don't specify the fuel so would be better off specifing the ratio. I also added the electric or air shifter item as that came from the committee.
As far as one make ecu's I think that would only work with the motorcycles if you could restrict it to one make and model which will never happen because there would not be enough engines available and they won't sell new engines.The newest motorcycles run individual coil on plug ignitions fired by the ECU which makes it almost impossible to install an after market rev limiter.The different brands are running different makes of fuel injection systems,some have one injector per cylinder some a low speed injector and a high speed injector per cylinder.Some have a single butterfly per cylinder and some a primary and secondary butterfly per cylinder.The ones with two butterflys per cylinder have different systems.On some the secondarys are vacuum controled and others are servo motor controled.All that makes it very difficult or maybe impossible to have a single make ECU.All in all AMA stock classes have very close competition between the different makes under their rules.
I think that in most of the classes in SCCA the only way the engines can be technically inspected is by having it done by someone familiar with the specific engine.We have to many different engines in all the different classes to have your ordinary tech people at regionals be able to do anything.For the most part it is an honor system.SCCA is listing the rule and expecting you to be honest and follow them.Very seldom is an engine torn down at the regional level and if it is it is usually impounded and sent to a specialest with the particular engine.Only at the runoffs are the top runners torn down.There is always going to be a few cheaters no matter what the rule is.I personaly don't see how they can feel good about themselves when they cheat to get a little trophy but some do.In that respect the DSR rules are better,it is anything goes as long as they are 1005 cc or less.But there is very little interest in that for this class.
I am personaly for the AMA style rule where everything is stock.When all parts have to be stock and unmodified my feeling is if someone breaks the rule they know they are doing it and why they are doing it so the penalty should be banishment from SCCA compitition as there would be no doubt as to their intent.If all that is done is DQ them from one race and take a few illegal parts away there is not enough penalty to keep them from taking the risk.Whatever the engine rule ends up being there will be some that don't like it.Anyway below is my very slightly modified AMA superstock proposal.
[SIZE=2]Engine/Ignition modifications are limited to the following:
a) Except as noted, all internal and external engine parts must
remain stock with no modifications, metal removal, blueprinting,
or surface treatments.
b) Pistons, rings, piston pins, and circlips may be replaced only
with standard bore, stock production items. There is no
allowance for overbore.
c) Cam sprockets may be slotted solely for the purpose of altering
cam timing. Press-on cam sprockets may be replaced with
aftermarket steel bolt-on cam sprockets and adapters.
Aftermarket cam chain tensioners are permitted.
d) Light cleaning of gasket surfaces with steel wool, Scotch-Brite®,
etc. is allowed.
e) Cylinder head combustion chambers may be cleaned by bead
blasting with valves seated in place. Intake and exhaust ports
may not be bead blasted or cleaned with abrasive material
such as steel wool or Scotch-Brite®.
f) Valves must remain as produced with no modifications. Valve
springs may be shimmed with standard or aftermarket shims.
g) Valve seat inserts may be reworked or replaced with OEM or
aftermarket seats of original dimensions. Any dimensional
thickness of the stock inserts may not be increased. Aluminum
casting of cylinder head ports and combustion chambers must
remain absolutely stock, with no metal removal.
h). Gaskets may be replaced with aftermarket parts.
i) Clutch plates and springs may be replaced with aftermarket
parts.
j) Transmission gears may be shimmed only for the purpose of
proper engagement. Standard or aftermarket shims may be
utilized.
k) Shifter return or detent springs may be replaced with aftermarket
springs.
l) Electric-assisted gear change mechanisms are permitted.Shift
mechanisms operated through direct-acting electric actuators or
air shifters operated by electric solenoid are permitted.
n. Modifications to the stock starting and charging systems are
not permitted. Starters and complete charging system must be
in place, connected and functional before, during and after an
event. Charging systems must meet manufacturers minimum
output specifications, as listed in the service manual.
p. 49-State model engine and ignition components may replace
those same components on California-only motorcycles of the
same manufacturer, year, and model.
q. The complete ignition/engine control system must be the original
OEM parts for the model being used in competition except
as follows:
1a. Ignition timing may be altered by slotting the ignition trigger
mounting plate or replacing the stock ignition rotor with an
aftermarket rotor.
2a. Ignition control modules may be modified or replaced with
aftermarket modules.
3a. Spark plugs and plug wires may be replaced with aftermarket
parts.
4a. The original cooling system thermostat may be removed or
modified.
5a. All other parts, except as previously noted, must remain as originally
produced by the motorcycle manufacturer at the time of sale
to its dealer network.
Reply With Quote
Originally Posted by Brandon Dixon
