Kind of old news (I do not usually get my paper until much later) and maybe I missed the thread, but interesting article on USAC talks of cost savings in Sept 9 NSSN. Bob East had some good qoutes too. Now, will be interesting to see if any of these ideas are put in place by either USAC or other midget clubs...

Jason Dull
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My question is:How do you control the revs on a car with a mag? While mags aren't as popular as they once were, there are still many cars that run them.

For that matter; what is a good rev. range? Harmonics come into play and on some motors it is harder on them to run say 7500 rpm than it is to run 8400rpm.

To say it wouldn't cost anything for the guys to lower the revs is an ignorant statement. Change the revs and all of the guys with Esslingers will have to park them or the motor will have to be changed to make hp and torque in a different range.

Should have never given the Esslinger back some inches a few years ago.

1. Smaller right rear. Powerful engines will spin the tires and the less powerful will grab more of the track. No need to over build or over rev the engine then. Also should help in needing to buy the next big engine so reguarly.

2. Car and driver weighed together. No reason to buy alot of light weight parts if a reasonable minimum weight rule with driver is instituted. Also levels the plying field for bigger drivers.

Too simple solutions.

Smaller and make it a rock. Don't make it a spec tire, make it a spec durometer reading

I agree with the narrower RR and increasing the minimum weight, and weighing the car and driver

Next thing you guys need to figure out is how these solutions are going to happen with all the money being shuffled under the table.............

Make the tires smaller and harder and teams will figure out how to hook them up. Not saying I am against it, just saying that it's not that simple.

Put in a higher weight rule and teams may get away from Ti. Bolts, but they will spend more on the rotating parts; which are the expensive ones. Lighter bodies help lower the Roll Center. Take the weight off here or there and put it back in the floor pan or the frame rails.

I hear alot of people say that we need to get the cars heavier, but heavier race cars are more dangerous than lighter ones. And like I said, there will be more emphasis on getting the rotating parts lighter.

As long as the cockpit is built with intergrity, the lighter cars are safer. Besides, I feel that with the fuel standards that are being introduced, there will be a large amount of lighter materials at good prices available within the next 3-5 years. Be it new plastics, Carbon fiber or other materials.

This is a hard question to answer and in many ways people are asking to try and keep engine platforms alive that are 10-15 years old; still viable today. That is a tough task.

I find it funny that when this subject comes up someone always says; we just can't keep doing this because that is how we have always done it, but then the battle cry is to get rid of the newer light weight componets so we can get back to the good ol days of fiberglass and steel.

What good is a tire rule when it is never checked, when was the last time you had a right rear checked before you went out or after you came back off the track?

Jerry

Each car was checked at Lawrenceburg while in the staging area on Saturday night.

Tim Simmons

Every time we roll onto the track they check for compound and many times they durometer as well!! What I find funny is how much the durometer reading can vary within a compound of tire!

Rob Hoffman