I have been involved with FF racing since their beginning. I have been involved with Tech inspection and rules enforcement for too many years. Background is as an Mechanical Engineer and machinist since 1956. Always involved with Formula type cars.
As a tech inspector in CASC, SCCA, USAC HSR, VARA , SVRA and others.
In my humble opinion this new era of controversy about FF engines comes up from the lack of availability of "original Spec" replacement parts. The suppliers of FF legal parts have complied with the engine assemblers desire to maintain a source of like parts. Crankshafts, cylinder heads and other bits have been "QUALIFIED" by a number of engine assemblers and SCCA as having no performance advantage and are available to all who desire them. Some are obvious as a cylinder head is aluminium, not cast iron. The part which has precipitated this appears to be a piston. For some time Jay Ivey has had piston made by a long time large piston manufacturer in LA. They were to mark his Logo and put a specific part number on it. It appears as though someone went to this Piston manufacturer who will make anything as their business manifesto. It appears as the improved performance of these parts has found its way into some engine assemblers hands. I have been told some of these improved performance pistons have become marked with the P/N and Logo which would make any physical inspection indicate they were correct parts. It appears as though total disassembly would be required to determine the status of legality of these parts. The Modifications cannot be seen with the head off. Weight and C/Ratio are involved.
I am of the opinion and have been for many years that most listers are correct is saying peer pressure will resolve cheating.
As a result I have a tool that will check the bore and stroke of a FF engine through the spark plug hole. I have acquired a K-Tech whislter which can measure Comp/Ratio through same Hole and developed an installation of the original Cam Doctor to a FF engine in the car which will provide a 720 npoint profile of both intake and exhaust valve cam profile. These are the tools refered to by Rick Kirchner in opinion #29 above.
This inspection technique is applied on an as needed basis as determined by me in VARA HSR for 20/25 years.
The equipment available now will not find some details internal to engine, but just its availability deters some.
Wayne Mitchell CMW Enterprises, March FF constructor, 3 seasons 1000cc Formula 3 and on. 760 942-9170