PittRace FRP weekend

[Matt Clark]

I made a post in the FST Facebook group, but in case not everyone is on that platform, I thought I should post here too.

Anyway, I just wanted to leave a big thank you to all the FST people who helped us with sorting Brad & Lynns car for me to drive this weekend. It was a rough but rewarding event. Even though we only ended up with 1 full good session, it was a great weekend overall & I am looking forward to racing with you guys the rest of the year.

Also, if anyone happened to grab some pics of the car on track this weekend, I would be thrilled to see those. Thanks!

[Steve Davis]

Matt,
Are you LEAVING the FV fold? FST is still an 'FV' .. but it's not quite the same

Steve, FV80

[Matt Clark]

Matt,
Are you LEAVING the FV fold? FST is still an 'FV' .. but it's not quite the same

Steve, FV80

Oh, absolutely not leaving FV. The opportunity to drive for Brad Buenting & Lynn Bishop came up thru Robert Guhde. They bought the #90 Silver Bullet that was for sale on here, as they are trying to develop a new dual shock rear suspension. Still a couple things we want to do to the car to make it even better, but I think there is a strong chance it ends up one of the best cars around.
We struggled with teething issues from it not running for so long, but the FST folks were killer in helping change literally everything but the core engine & oil system. I was able to go out Sunday morning with it running 100%, and put it on pole.... before frying the Pertronix on the way to the grid later.

[Steve Davis]

.... before frying the Pertronix on the way to the grid later.

You need to make CERTAIN that the coil and the Pertronix module are MATCHED. There are at least 2 different versions of modules... 1 is the 'old style' that requires a coil with an internal resistance of at least 3 ohms (like the standard old Bosch Blue). The new 'hot s&it' coils that have a very low internal resistance (to make it FIRE HOTTER (HA!)) require a special type (read MORE EXPENSIVE .. a good bit) module to handle the increased current flow.

The other thing that fries Pertronix (and other brands) is leaving the ignition ON for more than a few seconds without cranking it. If it HAPPENS to have been shut down at a point where the "points" (the internal current flowing electronics) are CLOSED.. they will quickly overheat and burn out. During "normal operation" the points are "closed" for only very brief moments of time and the heating is minimal.

This is NOT related to FST at all.. ANY race type engine that doesn't have a external ballast resistor is subject to the same concerns when changing over from 'real POINTS' to electronic 'copies of points'.

Steve, FV80
PS. Congrats on getting the car sorted to a pole ...

Steve, FV80

[Matt Clark]

Interesting. I had no idea that matching was a thing. I have been lucky that my stuff was matched, but I was always careful to make sure I got the correct part numbers when I ordered them over the years.

In the case of the FST ignition on Sunday, it was simply because of a chaffed wire we did not see. In the morning qualifying, a head scoop became dislodged & apparently rubbed on it where we couldn't see.
It happened right in the middle of the FV section, and in true FV form, I was swarmed by guys trying to help fix it. Somehow they found it, swapped out the module & got me going with only missing 1 lap at the start.

And thank you on the Congrats. It was a big relief & surprise to all of us. There is still a bit of time left in the car as we keep sorting it.