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Is POWRI going to run the D2 series this year? Or USAC IMRA? Have not seen any schedules

I thought I saw a PowrI D2 schedule. Maybe not. Either way, too many D2 series, not enough cars.

Looks like IMRA's for sure about every other week at Spoon River and six or so races at Quincy. They've said there are other tracks in the works.

Their Facebook page says stay tuned for info about the "1st Annual USAC/IMRA Midget Nationals."

Sycamore Speedway released their schedule, has 4 Powri D2 shows on it.

Originally Posted by BrandX:
Is POWRI going to run the D2 series this year? Or USAC IMRA? Have not seen any schedules

Isnt Southern States Midgets, D2? They are Powri...

Doesn't say D2, but I think we all know it is...(& I know the link says 2017, but the headline says 2018). Interesting how we are relying on a "stock car track"'s website for these schedules; I gotta say...lol. It wasn't too long ago there was not one consideration of anything to do with open wheel racing, of any sort, at this track - but they have gone thru management changes of recent...times do change (plus there is a difference in a "national" purse & a "non" national purse too...)

https://sycamorespeedway.com/2017-full-schedule/

Yes PowrI and IMRA/USAC are running D2. It is a great class. A lot of guys are moving up out of the class, so we need more guys coming into the class.

IMRA is supposed to release there schedule end of next week. Sounds like there is some exciting news for several big shows this year. Sound like Thunder Midget and Powri will also have a schedule along with several stand alone events including the up coming Gater Nationals in Florida first Of March...... Do a facebook search for information on all the groups listed above and individual track.

Originally Posted by jdull99:
Doesn't say D2, but I think we all know it is...(& I know the link says 2017, but the headline says 2018). Interesting how we are relying on a "stock car track"'s website for these schedules I gotta say...lol. It wasn't too long ago there was not one consideration of anything to do with open wheel racing, of any sort, at this track - but they have gone thru management changes of recent...times do change (plus there is a difference in a "national" purse & a "non" national purse too...)

https://sycamorespeedway.com/2017-full-schedule/

Total of 11 open wheel shows for 2018. Glad to see it!

Only 3 nights for speedweek.. Might need to reevaluate if it's worth the travel.

Originally Posted by Crankin:
http://www.powri.com/news/?i=56270

Badger engine rules now.

Originally Posted by Chris Baue:
Badger engine rules now.

Really? How can there be a validation for 2 midget classes in the same sanctioning body then??? Running a stock block, head, & crankshaft (no matter what they came off of, just as long as they are OEM and = 2.4Ls) makes that much of a difference to people???

Bad move..Unless there is something that will restrict the Badger engines.in all fairness.. We should wait until the rules are released.

Originally Posted by Cobra 14:
Bad move..Unless there is something that will restrict the Badger engines.in all fairness.. We should wait until the rules are released.

Look at the rules on badgers website and You will have powri’s d2 rules.

Originally Posted by Chris Baue:
Look at the rules on badgers website and You will have powri’s d2 rules.

If it's those rules.. Cycle engines are screwed..
I wonder how many Powri D2 cars wanted to go to $15k engines

Originally Posted by Cobra 14:
If it's those rules.. Cycle engines are screwed..
I wonder how many Powri D2 cars wanted to go to $15k engines

Why would they be screwed? they are mini sprints, there’s already been classes for those guys. They could run the Usac shows. As far as I know their rules haven’t changed.

I'm thinking they are already there, or real close, so are the Mini Sprints, if you want to really be in the hunt, JMHO! Bob

IMRA-legal Ecotecs have performed well in Badger shows, and in both IMRA and USAC MTM races it's always been a fair fight between the Chains and the Shafts; just because you "can" doesn't mean you "have to", and setup and skill are always premium assets...

Big difference from D2 (220hp)and Badger (350hp)

Yeah, and 2-liter Focus (Foci?) and 1000 CC Mini Sprints have run 3rd against National Midgets at Montpelier...

We ran third at Angell Park with a stock R1 against the Badger guys. My son came in and said "that's all she's got and then some".

Anytime a car can run that well against cars with 60% more HP.. Either the track was super slick.. Driver is Larson or Bell.. Or the other cars were awol.
For comparison 900hp 410s racing against 560hp..not many would tow their 560hp car to run against 900hp with nothing but hope for slick track conditions

I haven't kept up as much since getting out of midgets, but it seems like the current Badger engine is similar in power to what the -12 Gaerte motor was putting out about 10-15 years ago. Am I correct or are the numbers I have been reading exaggerated to make it sound that way? I remember the Dyno sheet from a Brayton Buick motor I had that was pretty competitive back in 2001 showed peak HP around 340. Are the current BMARA motors comparable to that? I know you can make a Dyno sheet show whatever you want it to, but realistically are the current motors right there for power? If so BMARA is far from a D2 organization.

Hopefully there will be enough gain in car counts that D2 can sustain there own series and schedules. The theory of stock engines and lower cost seems to be a great idea.BUT,you can't let others alter the engine rules and still call themselves D2.it'll be too confusing and unfair to the true D2.

Pepsi Nationals 2016 Badger ran their 20 lap feature before the Powri cars ran theirs. Track was good, groove was on the cushion, full field of cars. Mitchell Davis was the driver we ran third.Stock R1. We would make the trip up multiple times to race with them, we also would go to Montpelier to race with the higher horsepower cars. We would basically race anywhere they would let us run. Lack of horsepower never scared us off

Mitchell also ran as high as third in a "Montpelier Rules" race at Kokomo late in the year, driving an Ecotec I don't believe he'd ever sat in before. I think he ended up fifth overall and the highest non-National-engined car but he was harassing the heck out of the top 2 for a while. This was with an engine with a stock single throttle body manifold, that I'd never really seen do much in the hands of other drivers, more proof that skill and setup have as much to do with success as anything else. Mitchell's a heck of a shoe.

Badger Rules/Powri:

A. All engines must be inline, normally aspirated, internal combustion, four cycle, reciprocating piston type,
incorporating a maximum of four (4) cylinders. Engines must be a production engine from a passenger car and
reasonably available in the United States. These engines are allowed a maximum displacement of (146.457 CID)
and have no more than four (4) valves per cylinder. All production passenger car engines must use the OEM
block, OEM cylinder head, and OEM crankshaft combination from the same manufacturer.
B. The OEM block maybe machined or strengthened for longevity. Blocking and/or opening lubrication and coolant
passages will be allowed. The crankshaft may be balanced, and oil passages may be chamfered. Lightening,
chamfering or “knife edging” the crankshaft counterweights beyond minimal material removal for balancing is
NOT permitted. NO grinding on the crankshaft journals of any kind. Connecting rods, rod bolts, pistons, pins, and
piston rings may be replaced with aftermarket products. Titanium products are NOT allowed.
C. The OEM cylinder head maybe machined or strengthened for longevity. Porting of the cylinder head including
intake matching is NOT ALLOWED. Cylinder head ports must remain stock as cast. Machining, grinding,
sanding, or etching of the intake and/or exhaust ports are STRICTLY PROHIBITED. Camshafts, valve springs,
valve spring retainers, keepers, followers or rockers maybe replaced with aftermarket products. All timing
components such as cam gears, sprockets, timing chains, and timing belts maybe replaced with aftermarket
products. Titanium products are NOT allowed except for valve spring retainers.
D. The fuel injection system is open to either mechanical or electronic. Variable valve timing (VVT, VTEC, etc) is
allowed on cars using the stock OEM intake manifold and throttle body. Cars utilizing any fuel injection system
other than the stock OEM intake manifold and throttle body must have variable valve timing disabled or in a fixed
position.

Southern State Midgets:

GM Ecotec 2.4L (LE5), or 2.2L (L61) - 88mm Bore X 98mm Stroke / 86mm Bore X 94.6mm Stoke
Honda 2.4 L (K24A1-A2) - 87mm Bore X 99mm Stroke
Chrysler World Engine 2.4L - 87.5 Bore X 101mm Stroke
Toyota 2.4L (2AZ-FE) - 88.5mm Bore X 96mm Stroke
Ford/Mazda Duratec 2.3L (23 I-4/L3) - 87.5mm Bore X 94mm Stroke
GM Quad 4 2.3L and 2.4L - 90mm Bore X 94mm Stroke
Ford 2.0L Focus/Scream Pre-2004 (see notes) - 87.5mm Bore X 83.1 Stroke

Engines must remain in stock displacement. Allowances are for cleanup.
Maximum displacement for 2.4L Engines: 2.4110 Liters (147.15 CID)
Maximum displacement for 2.3L Engines: 2.2868 Liters (139.55 CID)
Maximum displacement for 2.2L Engines: 2.2237 Liters (135.70 CID)
Maximum displacement for 2.0L Engines: 2.0115 Liters (122.75 CID)

Must use original manufacturers (OEM) engine block, OEM cylinder head, OEM crankshaft, Aftermarket FLATTOP pistons ok, (must have stock pin location), Any OEM camshafts from the engine make/group with stock duration and lift ok (must have stock OEM #/stamp), OEM Rocker Arms (rockers cannot have any alterations to any locking mechanism, they must remain stock), and OEM valves. The same combination that was standard out of the factory when new in the passenger vehicle must be used. (*)SEE NOTE

Absolutely no head swapping, Example: 2.4 LE5 must have a 2.4 LE5 head. Each part must be from the same exact type engine, and manufactured for that particular engine.

Alterations to the OEM block and OEM cylinder head are limited to removing material for the express purpose of fitting the engine in the chassis only. You will be allowed .010 clean-up on the head for warpage purposes only. Absolutely NO decking/cutting of block except for clean-up, (CLARIFY: Clean up is ok but the Piston must not protrude OUTSIDE of "BARE" cylinder deck). Blocking and/or opening lubrication and coolant passages will be allowed. The crankshaft may be balanced, and oil passages may be chamfered. Lightening the crankshaft beyond minimal material removal for balancing is NOT permitted. Adding, removing, lightening, chamfering or “knife edging” crankshaft counterweights is strictly prohibited.

Connecting rods, FLAT TOP pistons and valve springs, valve spring retainers and keepers may be replaced with aftermarket products, however valves, valve springs, valve spring retainers, keepers, and connecting rods made of titanium are NOT allowed.

Aftermarket PISTONS AND RODS must remain stock length and stock piston pin location. Piston pin must be of ferrous material, titanium or other exotic alloys are Not Allowed.

Addmement 1a. Piston must be 3 ring design.

Aftermarket cam gears, sprockets, timing chains, timing belts may be used. All other STOCK OEM cylinder head components must be used. Welding on the cylinder head will NOT be permitted. Porting of the cylinder head including intake matching is NOT ALLOWED,

see (*).
Machining, grinding, sanding, or etching of the intake and/or exhaust ports is STRICTLY PROHIBITED. No altering of the shape and/or size of the intake or exhaust ports from OEM specs is allowed.

Fuel Injection: Constant Flow Mechanical or EFI with plenum or individual runner intake. Any programmable ignition/fuel injection systems are allowed, but must be readily available and have supported software. No carburetors.

(*)Notes: We are aware that there are many “built up” 2.0 Ford Focus engines out there. While we do not expect Focus engine owners to “fix/replace” any possible changes that have been done to the engine, we do remind that the Focus/SCREAM engine can not utilize any other head except the 2000-2004 Focus factory head. No aftermarket heads of any kind. Porting and polishing of Ztec head is ok.

Oil System: Wet Sump or Dry Sump

Engine Management Systems may use the following sensors: MAP (manifold absolute pressure), TPS (throttle position sensor), Crank, Cam, Water temp., Oil temp., Oil Pressure, Oxygen sensor, Fuel Pressure, IAC (idle air control, MAT (manifold air temp.), and EGT.
The use of Wheel Speed Sensors with management systems is prohibited.

Traction Control is illegal.

Any timing curve is OK, may be switchable with the MSD 6214 Midget Ignition System.

Counter Balance Shafts can be deleted.

No Glycol based coolant.

IMRA/MWTM....USAC

GM Ecotec 2.2L (L61) or 2.4L (LE5)
Maximum displacement 2.4110 Liters/147.15 CID (Bore 3.466 Stroke 3.861) for the 2.4l ecotec. The 2.2l specs are listed further below.
Constant Flow Mechanical or EFI with plenum or individual runner intake permitted
Restrictor may be required, as determined by Technical Director

Honda 2.4 L (K24 – A1, A2)
Maximum displacement 2.4110 Liters (147.15 CID) (Bore 3.425 Stroke 3.897)
Constant Flow Mechanical or EFI with plenum or individual runner intake permitted
Restrictor may be required, as determined by Technical Director

Ford Focus Zetec 2.0L
Maximum displacement 2.0115 Liters (122.75 CID) (Bore 3.444 Stroke 3.700)
Constant Flow Mechanical or EFI with plenum or individual runner intake permitted
Aftermarket camshafts are permitted to enable Focus to compete with 2.4L engines
No Restrictor required

(other production-based engines accepted by the imra organization:)

Chrysler World Engine 2.4L - 87.5 Bore X 101mm Stroke
Toyota 2.4L (2AZ-FE) - 88.5mm Bore X 96mm Stroke
Ford/Mazda Duratec 2.3L (23 I-4/L3) - 87.5mm Bore X 94mm Stroke
GM Quad 4 2.3L and 2.4L - 90mm Bore X 94mm Stroke

Engines must remain in stock displacement. Allowances are for cleanup.
Maximum displacement for 2.4L Engines: 2.4110 Liters (147.15 CID)
Maximum displacement for 2.3L Engines: 2.2868 Liters (139.55 CID)
Maximum displacement for 2.2L Engines: 2.2237 Liters (135.70 CID)
Maximum displacement for 2.0L Engines: 2.0115 Liters (122.75 CID)

Must use original manufacturers OEM cylinder head, OEM crankshaft, OEM pistons, OEM camshafts with stock duration and lift (exception – Ford Focus), OEM Rocker Arms (rockers cannot have any alterations to any locking mechanism, they must remain stock), and OEM valves - must be from the same series/model engine, and manufactured for that particular engine. For example: 2.4 LE5 Ecotec must have a 2.4 LE5 head and other components

Alterations to the OEM block and OEM cylinder head are limited to removing material for the express purpose of fitting the engine in the chassis only. Blocking and/or opening lubrication and coolant passages will be allowed. Adding, removing, lightening, chamfering or “knife edging” crankshaft counterweights is strictly prohibited. Heads can be decked for trueing – excess decking resulting in compression ratios outside of those found in similar engines not permitted.

Counter Balance Shafts can be deleted.

Connecting rods (stock length only), and valve springs, valve spring retainers and keepers may be replaced with aftermarket products. Aftermarket cam gears, sprockets, timing chains, timing belts may be used. No titanium engine parts are allowed. All other STOCK OEM cylinder head components must be used. Welding on the cylinder head will NOT be permitted. Porting of the cylinder head including intake matching is NOT ALLOWED. Machining, grinding, sanding, or etching of the intake and/or exhaust ports is STRICTLY PROHIBITED. No altering of the shape and/or size of the intake or exhaust ports from OEM specs is allowed.

USAC IMRA will utilize the Katech Whistler machine to detect modifications to combustion chambers, and reserves the right to require disassembly and inspection of engines falling outside of the range exhibited by similar engines to determine compliance with all rules listed above.

Anyone to be found outside of the engine guidelines for all engines will be subject to suspension and or fines by the USAC IMRA.

Oil System: Wet Sump or Dry Sump permitted

Ignition System:
A. Electronics that provide traction control are prohibited. All electronic components may be inspected, sealed, or confiscated by Technical Director at any time. The maximum penalty for utilizing traction control is a one year suspension from competition and loss of all points earned for the season.
B. The use of electronic logic processors to control any function of the race car, and/or any system for gathering continuous data from any function of the race car is strictly prohibited.
C. Tachometer only item approved for use to collect/record data
D. Electronic ignition system may only be used to control; coil(s), trigger(s), spark curve(s) and RPM limits.
E. VVT, VTEC, i-VCT, Etc.: may be utilized or locked out

Originally Posted by jjones752:
Mitchell also ran as high as third in a "Montpelier Rules" race at Kokomo late in the year, driving an Ecotec I don't believe he'd ever sat in before. I think he ended up fifth overall and the highest non-National-engined car but he was harassing the heck out of the top 2 for a while. This was with an engine with a stock single throttle body manifold, that I'd never really seen do much in the hands of other drivers, more proof that skill and setup have as much to do with success as anything else. Mitchell's a heck of a shoe.

Not to change the subject, but i have told every car owner (of the few that actually remain) that i can about Mitchell. So far, I have received nothing but blank stares in return.

Somebody/Anybody with a couple $ needs to pick this kid up! He is a star waiting to happen!

P.S.: Chase Mcderand (sp?) is another that needs a serious look too.

Now back to your regularly scheduled thread. 😊

Originally Posted by Quantrill:
Badger Rules/Powri:

A. All engines must be inline, normally aspirated, internal combustion, four cycle, reciprocating piston type,
incorporating a maximum of four (4) cylinders. Engines must be a production engine from a passenger car and
reasonably available in the United States. These engines are allowed a maximum displacement of (146.457 CID)
and have no more than four (4) valves per cylinder. All production passenger car engines must use the OEM
block, OEM cylinder head, and OEM crankshaft combination from the same manufacturer.
B. The OEM block maybe machined or strengthened for longevity. Blocking and/or opening lubrication and coolant
passages will be allowed. The crankshaft may be balanced, and oil passages may be chamfered. Lightening,
chamfering or “knife edging” the crankshaft counterweights beyond minimal material removal for balancing is
NOT permitted. NO grinding on the crankshaft journals of any kind. Connecting rods, rod bolts, pistons, pins, and
piston rings may be replaced with aftermarket products. Titanium products are NOT allowed.
C. The OEM cylinder head maybe machined or strengthened for longevity. Porting of the cylinder head including
intake matching is NOT ALLOWED. Cylinder head ports must remain stock as cast. Machining, grinding,
sanding, or etching of the intake and/or exhaust ports are STRICTLY PROHIBITED. Camshafts, valve springs,
valve spring retainers, keepers, followers or rockers maybe replaced with aftermarket products. All timing
components such as cam gears, sprockets, timing chains, and timing belts maybe replaced with aftermarket
products. Titanium products are NOT allowed except for valve spring retainers.
D. The fuel injection system is open to either mechanical or electronic. Variable valve timing (VVT, VTEC, etc) is
allowed on cars using the stock OEM intake manifold and throttle body. Cars utilizing any fuel injection system
other than the stock OEM intake manifold and throttle body must have variable valve timing disabled or in a fixed
position.

You will also want to pay attention to the the ignition rules from Badger as well. I pasted them below. Would hate to see someone build something and not be legal.

A. All cars must have an ignition switch or emergency shut off within easy reach of the driver and labeled "on/off".

B. The use of electronic logic processors to continuously store data from any function of the racecar is strictly
prohibited. (Note this rule does not include electronic tachometers).

C. Any form of traction control is strictly prohibited

D. Only the MSD 6214 Midget ignition, the Electromotive TECs, Electromotive XDI, IG Controller and PE3
ignition boxes will be allowed.

E. Ignition systems must be submitted in writing and pre-approved by BMARA on a TRIAL basis before being
allowed in competition. All trials approved for temporary competition will be posted at the drivers meeting.

Originally Posted by Midget98:
If so BMARA is far from a D2 organization.

Badger definitely is not a D2 series. They never intended to be, and their members will quickly correct you if you mistakenly refer to them as D2. Another series copying their engine rules does not change what Badger is.

Originally Posted by SAC74:
Badger definitely is not a D2 series. They never intended to be, and their members will quickly correct you if you mistakenly refer to them as D2. Another series copying their engine rules does not change what Badger is.

I believe you are absolutely correct. I think if they could get peak HP up to around the 340-350 mark by doing something to the rules without really increasing costs too much you would see racing back to how it used to be. For me the current cars look to be lacking just a little bit of power especially when there is a cushion to run on.

Originally Posted by Midget98:
I believe you are absolutely correct. I think if they could get peak HP up to around the 340-350 mark by doing something to the rules without really increasing costs too much you would see racing back to how it used to be. For me the current cars look to be lacking just a little bit of power especially when there is a cushion to run on.

I would argue that Badger is there now. They don't have the peak HP of a Toyota, SR-11 or Esslinger BB7. However, that was never the intention of the rules anyway. The intention was to be fast enough to keep the fans entertained while also reducing cost to a range acceptable for the average or regional racer. The cost came in right about where people expected ($15K new which is the same as a new top of the line D2 engine) and the speed exceeded expectations.

The engines do not make as much overall HP but they are extremely drivable which allows them to turn some fast laps. The Badger guys turn Angell Park at around 14.9-15.0 today. When Badger ran head to head with POWRI National at the Pepsi Nationals the fastest lap turned in the feature was by Andrew Felker at a 15.449 with the best Badger car at a 15.659. Two Badger cars were in the top 11 for feature lap times. So they can turn quick laps. Where they suffer is when you lose momentum. When you make a mistake with a Badger engine it costs you far more than if you had a purpose built engine.

One thing people don't realize is that the Toyotas, SR-11s and Esslinger BB7s are running 161 to 166 CID and the Badger engines are only at 146 CID. The architecture of a Badger engine doesn't allow them to get to those cubic inch sizes. The Badger engine program has been extremely successful and it will only get better as more teams come on board.

Edit: I should also mention the Badger weight rule is 1100lbs with driver to eliminate the advantage of carbon fiber and titanium, whereas USAC is 1035lbs and POWRI is 1050lbs with driver. So Badger has not only tried to reduce cost on engines but on cars as well. If Badger cars were down at the USAC and POWRI weights that 14.9-15.0 would certainly be quicker.

Originally Posted by Ray3:
I would argue that Badger is there now. They don't have the peak HP of a Toyota, SR-11 or Esslinger BB7. However, that was never the intention of the rules anyway. The intention was to be fast enough to keep the fans entertained while also reducing cost to a range acceptable for the average or regional racer. The cost came in right about where people expected ($15K new which is the same as a new top of the line D2 engine) and the speed exceeded expectations.

The engines do not make as much overall HP but they are extremely drivable which allows them to turn some fast laps. The Badger guys turn Angell Park at around 14.9-15.0 today. When Badger ran head to head with POWRI National at the Pepsi Nationals the fastest lap turned in the feature was by Andrew Felker at a 15.449 with the best Badger car at a 15.659. Two Badger cars were in the top 11 for feature lap times. So they can turn quick laps. Where they suffer is when you lose momentum. When you make a mistake with a Badger engine it costs you far more than if you had a purpose built engine.

One thing people don't realize is that the Toyotas, SR-11s and Esslinger BB7s are running 161 to 166 CID and the Badger engines are only at 146 CID. The architecture of a Badger engine doesn't allow them to get to those cubic inch sizes. The Badger engine program has been extremely successful and it will only get better as more teams come on board.

Edit: I should also mention the Badger weight rule is 1100lbs with driver to eliminate the advantage of carbon fiber and titanium, whereas USAC is 1035lbs and POWRI is 1050lbs with driver. So Badger has not only tried to reduce cost on engines but on cars as well. If Badger cars were down at the USAC and POWRI weights that 14.9-15.0 would certainly be quicker.

I'm close to agreeing with you, but I think where BMARA is lacking just a little bit right now is the same as where you mentioned. The momentum issue is where I notice the biggest difference. I don't think Badger needs to have HP numbers coming close to the Toyota, SR11, or other super high dollar motors, but if they could bring them in just a bit more to make running a heavy cushion a bit more manageable, I think the on track product would benefit greatly and bring even more growth to the group. I don't know that it is practical with the current platform in that the displacement is limited by the stock block, but maybe there is a way without going "dollar crazy" again. I think the $15,000 top end new motor price is about as high as you can go to keep the series growing and it is admirable that the organization has been able to accomplish what they have so far. I just miss seeing the ability to bang off of a heavy cushion without such a lag in getting back to speed. Maybe a few year's development is all it will take to find that little extra power needed to get it done.

I have a question, about an engine I considered to start with, then found it had been removed from the legal engine list, I have asked many times, with no answer in most cases, or any reason either. The engine in question is the 2.0L Mitsubishi, Neon, 420a, Chrysler engine, what is the issue with using this engine, it is very available, and AM parts are plenty available, just curious. Thanks! Bob

Is there a shortage of current motors listed? I would say the powers that be were originally trying to keep the rules and tech simple by allowing each 2.4 manufacturers to have a motor. More brands and generations of brands make it more difficult to police. JMO

Originally Posted by Aces&Eights:
Isnt Southern States Midgets, D2? They are Powri...

No.... LOSS Midget are not POWRi

Originally Posted by Midget98:
I'm close to agreeing with you, but I think where BMARA is lacking just a little bit right now is the same as where you mentioned. The momentum issue is where I notice the biggest difference. I don't think Badger needs to have HP numbers coming close to the Toyota, SR11, or other super high dollar motors, but if they could bring them in just a bit more to make running a heavy cushion a bit more manageable, I think the on track product would benefit greatly and bring even more growth to the group. I don't know that it is practical with the current platform in that the displacement is limited by the stock block, but maybe there is a way without going "dollar crazy" again. I think the $15,000 top end new motor price is about as high as you can go to keep the series growing and it is admirable that the organization has been able to accomplish what they have so far. I just miss seeing the ability to bang off of a heavy cushion without such a lag in getting back to speed. Maybe a few year's development is all it will take to find that little extra power needed to get it done.

https://youtu.be/YbiqX5TRnY0

Check out the first half of this feature from 2016. This is me and Gage Walker going at it running the cushion. Later you see Brandon Waelti and Walker going at it a bit. I think this tells most people everything they need to know about how good the Badger engine program will be when its at its full potential. Also I was in a Honda and Walker in a Ford. Waelti had a Ford as well.

If anyone would like to see a quick, clear and concise set of rules for the production based Midget engine rules I invite you to visit http://www.2-4midgetracing.com

These are NOT D2 rules. These are the Badger style rules. If anyone is interested in working together to implement a program like Badger's into their series please feel free to use these rules. These are 15 easy to understand rules that can quickly be placed into a rule book. All I ask is if you do use them do not alter them without contacting me. Thanks.

In case anyone is wondering, I wrote the rules for the IMRA in winter of 2013 that were used in 2014 and 2015 (before they changed to D2 in 2016). Those rules were the basis for the Badger rules that the Badger teams later implemented in their own way through a vote by their car owner members. So the rules on the 2-4midgetracing.com web site are an evolution of the original IMRA rules.

These rules were based off of the Chevy II engine my family built in 1973 but with updates for today's technology and engine design. The main goals were to reduce cost significantly without hindering the speed, ingenuity and creativity that Midget racing is known for. If you believe in all that and I can help you in any way please feel free to contact me.

Originally Posted by Ray3:
If anyone would like to see a quick, clear and concise set of rules for the production based Midget engine rules I invite you to visit http://www.2-4midgetracing.com

These are the Badger style rules. If anyone is interested in working together to implement a program like Badger's into their series please feel free to use these rules. These are 15 easy to understand rules that can be quickly placed into a rule book.

2. All engines must use an original manufacturer’s OEM engine block, OEM cylinder head and OEM crankshaft. Engine blocks, cylinder heads and crankshafts must be from the same OEM manufacturer.

Does this mean it has to match block to head to crank as it came from manufacture 2.4/2.4/2.4 or as long as it is OEM GM...OEM Ford ect.... as in a 2.4 block Ecotec with a 2.2 Ecotec head with a 2.0 Ecotec crankshaft...all GM buy 3 different engines? please clarify