As most of you have guessed by now, I am not in favor of the rules proposal as it currently sits. While I have tried to explain my reasons, for the most part it has been in fragmented form over many posts. In order to make sure that everyone understands the "big picture", the below is a summary of my concerns. Not all of my concerns are stated - the post would get much too long!
After this, it is up to the individual to make his own opinion, and let the Competition Rules Board know.
The current F100 proposal has the following ramifications:
1 - The current proposal will allow raised noses. Raising the nose will allow performance gains from increased front wing efficiency, increased bodywork costs to shape the forward undersides, and increased airflow to the underbody. A raised nose structure is substantially more difficult to build in adequate frontal crash frame integrity. All of these factors will add to production and development costs.
2 - Wide tires will add 20-25% contact patch area, and an attendant increase in potential grip. Increased grip will raise suspension and frame stresses. Increased grip will increase crash impact speeds.
3 - Wide sidepods will increase the potential for downforce generation almost linearly. With careful shaping, the wide sidepods can decrease the increase in drag from the wider tires to that of the current FC sizes, and possibly even less. The result will be increased maximum speeds, increased cornering speeds, and increased crash impact speeds.
4 - All of the above will demand brake system upgrades.
5 - All of the above will serve to separate the production of these new cars from the production of current FC,& FF, as well as F600 if it comes along. Manufacturers will not see any gains in manufacturing savings with common parts for 3 or 4 classes.
6 - All of the above will instantly obsolete the idea of conversions - they will not be able to remain competitive without extensive and expensive modifications that are well out of the skill level of most competitors.
. . . . A - Wheel purchases. New wheels are about $2000 a set. Most competitors need 3 sets at a minimum. Cost increase for the conversion: $6000.
. . . . . . 1 - Probable suspension upgrades for strength and wheel clearance. Cost could easily run to well over $5000.
. . . . . . 2 - Probable front wing clearance issues. The fix could be as little as moving the front wing forward or as complex as a completely new nose and wing. Cost: $1500 and up.
. . . . B - Brake upgrades. A complete set of new brakes will run in the area of $2400, and could go quite a bit higher, not including modifications to the uprights to accept the system.
. . . . C - Wide bodywork. All-new sidepods, sidepods bottoms, undertrays, ductwork, and hangers. Costs could easily run upwards of $3500, and most likely a lot more if made to optimize airflow correctly.
. . . . D - Raised nose. Frame modifications, suspension modifications, new nose, new wing. Could easily run upwards of $7000.
You can basically think of a car built to these specs as an open-wheel D-Sports with a bit less HP and a little less bodywork - the differences are very minor. A new DSR is now in the $60000 - $68000 range without a motor. A new optimized F1000 will cost only around $5000 less.
Some will argue that the import "spec" origin cars - most likely the F. Ireland, Gloria and Speads - already with the wide tires, raised noses and wide bodywork, do not go that fast. While this is true, it is only because these cars were not designed and built to compete against anybody other than themselves. They are not a true barometer of the performance potential of this proposal. The cornering potential of a car build to optimize performance within these parameters will conceivably brake and corner at nearly Formula Atlantic levels. Tube frames built to the current level of technology will not be very safe, if safe at all, when subjected to impacts at these increased speeds.
It is also true that even if the rules stayed the same as current FF/FC, converted cars will not be really competitive with the bespoke-built and optimized cars that will eventually be available. However, even an optimized new car will most likely be only about 1 - 1.5 seconds a lap faster than a converted car, making the typical converted car a mid-packer at most races. Such cars will make good entry cars for many new drivers. With the new proposal, the converted car will probably be about 3 seconds or more off the pace, and won't even bother to show up.
If the European manufactured cars want to play in our sandbox, they can modify their cars to suit our rules for a lot less than the cost to individual racers to upgrade their current FC's.
It's now up to you guys to let you opinions be known.