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User is offline Nov 21 2018 09:53 AM

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Posts I've Made

  1. In Topic: State Wide Street Stock Package

    Posted 21 Nov 2018

    So far the feed back I have received from those I have talked to has been positive. This is in the early stages of being public but a lot of work has gone into it to get it to this point.

    For those that have gone to the website from the link above did you have any trouble navigating from the home page? I have got some feed back that it is not easy to tell there is more then just a home page with the menu system (especially on mobile). I have added some buttons (which are kind of redundant) that hopefully make navigating a little easier.
  2. In Topic: Question for Engine Builders

    Posted 17 Oct 2018

    Yes, racing is all about traction/grip and the number one item that determines that is the tire. It is also probably the largest weekly expense for a lot of teams (I'm guessing even more so on asphalt). One thing that all racers have in common is that need for speed and that makes us our own worst enemy. The more grip we can get the more hooked up the car is the faster we can go. Isn't that the point after all? However in the pursuit of more speed comes the urge to push for rule changes that allow us to go faster and in turn add expense until we kill the class.

    So yes I agree that the tire selection has a major role in saving cost and I would say that would be enough by its self if not for two factors.

    The first is nothing more than a perceived advantage. For some reason there is a prevailing perception out there that if someone has a high dollar big horsepower motor they're going to beat you. I've proven this wrong most of the races I've ran in the street stocks, but what is has always been the first question I get asked after a race when I'm pulling away from someone on corner exit? "What have you got in that thing?" or simply a statement of "You've really got some power in that thing". Then I usually get the BS call or just a shake of the head in disbelief when I tell them honestly what I have. However what they don't take into account was the speed difference started sometimes as early as corner entry and just shows up the most down the straight. It makes it much easier to pull away from someone accelerating down the straight when you already had a speed advantage at the start. However some just can't seem to get past the idea that more horsepower (beyond what you can hook up) is the answer.

    The second factor is less to do with horsepower and more to do with gearing. While they are both related when it comes to putting power to the track there will still be that point in the acceleration where traction allows the shorter gearing to out accelerate a taller gear and it is amplified in heavy cars. So as long as your engine can handle the rpm at the end of the straight a shorter gear is an advantage. For the longest time I didn't tend to believe that this was true and thought it completely foolish to spin the motor as high as some were. Until I had an opportunity to run two very similar powered engines with different rpm limits and resulting different gearing in the same car. Now if you take away enough grip from the cars maybe this part mostly goes away, but Iím not sure it does completely.

    So in my opinion (which might not be worth much) if you could limit the traction with a tire that lasts and limit the rpm the engines turn you should be able to keep costs down. There are still going to be those that spend big, but hopefully you could get to a rules package that you donít have to in order to compete.
  3. In Topic: Question for Engine Builders

    Posted 1 Oct 2018

    Thanks for the input and I'm happy to see some of these number coming in the lower 6000's as being a viable race engine. I feel if something could be done to get the rpm and in turn the gearing down on cars it could be a real cost saver. Not just in the engine but wear and tear on the whole drive train.
  4. In Topic: Front Screw Jack (Cost Driver or Just Continence)

    Posted 18 Sep 2018

    That is my though on the subject also. I'm not sure the justification for tracks that don't allow them but still allow racing springs, shims, and screw cups. If there is one I'd like to hear what it is. I'm always willing to be convinced if the reasons are valid.

    Also just noticed spell check got me on the title with continence rather than convenience and I can't edit the title (or don't know how). This has nothing to do with wetting your pants. Guess I need to be a little more thorough with proof reading.
  5. In Topic: Question for Engine Builders

    Posted 14 Sep 2018

    Does it really matter? Not being a smart-ass seriously asking. I understand that the actual cost would be different depending on the rules. However I am mainly thinking that the cost jumps would be due to rotating assembly upgrades required, but I'm not an engine builder so I my be overlooking things that is why I asked. I was kind of thinking along the lines of up to X RPM stock components can be used, then at Y RPM you need extra machining and balancing, then at Z RPM you have to upgrade to high end components. I may be over simplifying.

    To narrow it down what I am trying to use this info for at this time would be a stock iron block, iron head, stock car type motor. It would also be a dirt. Does the surface really matter if the engine is seeing the same RPM?

My Information

Member Title:
Touring series rookie
Age Unknown
Birthday Unknown
Hastings, MI

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  1. Photo

    crankin cor Icon

    04 Sep 2010 - 11:24
    You guys get paid 100 to start for sportsman? Wow! I blew there doors off at the Woodtic 100 up at Merritt Speedway - they paid me 125 could not believe it that was a joke- no more season pass for myself and crew
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