Hi Mike - sorry but I have never met you. If you are a big boy and won your multiple national championships then congratulations! It is still a small percentage of overweight cars/drivers that have the ability and skill to win in our class.

As to fair - I didn't mean to imply that it is unfair for big boys to grind body work - what is unfair is that even after grinding the body work as thin as possible we still can't get close to minimum weight.

And it is much easier, less expensive and time consuming to add resin, etc underneath the body work than to grind off fiberglass. Anyone who has been involved in grinding of fiberglass knows what a chore that is.

Also, congratulations on your new baby - I can't remember how long ago that was. Josie and I had just had our 10th grandchild in April. Kids are good - grandkids are better because they do go away after you play with them!

Weight,,, seems to be an emotional topic when it is a simple engineering question if the idea is to have an drivers class!!

… Two cars, one with a 230lb driver and one with a 170lb driver, both cars with driver weigh the same. What is the result? The car with the 170lb driver has added 60lbs and has a HANDLING COMPETITIVE ADVANTAGE! Basics! Take it a step farther, to make things equal the weight added needs to be moved to a higher point, vertical on either side of the driver (also adds driver protection).

This is all other things being equal, no cheating with weight elsewhere, the only weight added is legal.

Good stuff, thanks. I have to base a lot on 1670 and the fact the lightest car at the Runoffs for several years (he even lost times from being under once) has been Brian...Mikie gets right there too etc etc...so to go from 1670 down, based solely on the actual 1.9L to GEN3 difference, is a significant data point. I don't want it to be harder to get to the minimum.

MUCH, of the GEN3 added enjoyment (nimbleness) and improved lap time (Both VERY VERY significant factors in new driver recruitment) is the lower weight. I bumped up 10 pounds because we added basically 10 pounds with the airbox and for difference between the initial aluminum intakes to the beefy plastic ones. Both production parts came in after I said 1550 lbs. So I'm at 1560 lbs.

Lets just lower the weight to the point that only the Danica Patrick's of the world are competitive and see what happens to the class? Although I'm not sure even that would help her.

GSR00 wrote: … Two cars, one with a 230lb driver and one with a 170lb driver, both cars with driver weigh the same. What is the result? The car with the 170lb driver has added 60lbs and has a HANDLING COMPETITIVE ADVANTAGE!

...so, at 130 I add 100#. With a handling competitive advantage like that, I'll be swimming in plastic trophies!

H.(said in a shrill, screeching voice)B.

Hall - we need to disadvantage guys like you all we can. It doesn't make us fat guys in our sixty's look good when we get beat by a skinny old great-great-great-grandpa.

I am 210lbs, have 5-10lbs in weight plates, and start the race with a full tank, have a new tail, a 25yr old center section and a 45lb nose. I usually come finish a national/major race between 1675-1680.

I agree with Clay, let's narrow the gap on the weight advantage that the lighter guys have. Let's make it much more Spec. 1560 is still too low. There are many, many SRF drivers way over weight. Why can't we make the gap closer - the idea of adding weight to the bodywork is a great suggestion - most will have to do that at some point anyway.

Tired of coming in 100lbs over, and those that think it doesn't make a difference, add that weight and see what happens.

Is there a reason why the cars are weighed with the driver instead of without?

enzo wrote:Is there a reason why the cars are weighed with the driver instead of without?

To try and equalize competition. If the cars without driver are identical weight, a 130 pound driver enjoys a 100 pound advantage over a 230 pound driver on track.