[F500] F500 Transfer Case
Jay Novak
jnovak6 at wideopenwest.com
Thu Sep 29 13:33:40 MST 2005
We are working with the manufacturer to fix this issue. I will let
everyone know what the resolution is when we know.
Thanks ... Jay Novak
-----Original Message-----
From: f500-bounces+jnovak6=wideopenwest.com at f500.org
[mailto:f500-bounces+jnovak6=wideopenwest.com at f500.org] On Behalf Of
John Whitling
Sent: Thursday, September 29, 2005 8:44 AM
To: f500 at f500.org
Subject: Re: [F500] F500 Transfer Case
About that cracked wheel ... readers want to know ... who's wheel was it
..
Jay Novak wrote:
>A very well written letter Jack & I agree that there are several
>clarifications needed in the F-500 rules but the one you list (E.6.) is
>not one of them because rule E.1., unequivocally, states that the cars
>are defined as "race cars using snowmobile-derived engines and drive
>components". Therefore snowmobile-derived drive trains may be used &
the
>SOM agreed with our position.
>
>I do suggest that your one sentence is a bit misleading;
>
>"2. No applicable transfer case is or has been used in a
>production snowmobile, so that none are available to F500 class members
>not having access to custom engineering and machining capabilities,
with
>the incumbent costs."
>
>This sentence gives the definite impression that there are not any
>production snowmobiles with gear transfer cases. This is simply not
>true & we showed that to the SOM at the Runoffs when we defined at
least
>6 production sleds with gear transfer cases. The real issue is that
the
>production snowmobile gear transfer cases are a bit large & do not have
>a 1:1 drive ratio. Fitment or one of these transfer cases to an F500
>might be difficult, but it is certainly do-able. We chose to do our
own
>transfer case for several reasons.
>
>On another note; we did not have any handling problems with the
Rakavon,
>so Brian's lap record would have been much faster if it had handled
>better. It handled as good as any other car in the race except for the
>cracked wheel.
>
>Thanks ... Jay Novak
>
>
>
>-----Original Message-----
>From: f500-bounces+jnovak6=wideopenwest.com at f500.org
>[mailto:f500-bounces+jnovak6=wideopenwest.com at f500.org] On Behalf Of
>John Walbran
>Sent: Wednesday, September 28, 2005 10:43 PM
>To: f500 at f500.org
>Subject: [F500] FW: F500 Transfer Case
>
>FW: F500 Transfer Case
>From: Walbran, John W.
>Sent: Tuesday, September 27, 2005 4:37 PM
>To: 'crb at scca.com'
>Cc: 'bod at scca.com'
>Subject: F500 Transfer Case
>To: Club Racing Board
>CC: Board of Directors
>
>September 27, 2005
>
>Gentlemen:
> During the RunOffs, I filed the Attachment 1 Protest, with the
>Attachment 2 Rule excerpts (both now in typewritten form), protesting,
>in
>effect, the use of a transfer case in F500. The "scanned" Attachment
3
>Decision found that use of a transfer case was proper.
>
>
> As suggested by the SOM, I request that you modify Formula
>Category
>Rule 17.1.6., E.6., to add, at the end, EITHER: "A transfer case may
be
>used to change the direction of power"; OR: "A transfer case may not be
>used
>to change the direction of power."
>
> I make this request because Rule E.6. presently is not clear on
>this
>point. In relevant part it states only that : "Transmission of power
>from
>the engine to the rear wheels shall be through an automatic torque
>converter-type, centrifugal variable ratio drive, using a belt and/or
>drive
>chain and centrifugal clutch." (Emphasis added.) Rule E.1 also states
>that
>"... additions are as stated herein. There are no exceptions." This
>leaves
>a transfer case "addition" to the specified components open to future
>challenge.
>
> In my personal interest, I prefer that you determine to
>expressly
>permit use of a transfer case, since I believe that a transfer case
>re-design can be implemented in the new Scorpion cars I own.
>
> Other factors may suggest, however, that permitting use of a
>transfer case is not in the best interest of the class.
>
> 1. The transfer case design enables use of a clean,
>straight
>header and pipe, whose
> quoted 5-to-7 horsepower advantage cannot be matched
>with a
>traditional
> design. (Although the Rakovan J-10's lap record
>exceeded
>that of three other cars
> only marginally, that margin does not reflect its power
>advantage, demonstrated off
> the corners, reportedly due to handling issues.)
>
> 2. No applicable transfer case is or has been used in a
>production snowmobile, so that
> none are available to F500 class members not having
>access
>to custom engineering
> and machining capabilities, with the incumbent costs.
I
>have been quoted a
> manufacturing cost of $600 - $1000, after payment of
>design
>and development costs.
> (In this respect the transfer case is not comparable to
>billet clutches which, though
> not mass produced, are available from snowmobile racing
>sources.) Recurring
> maintenance issues also will be presented by a minimum
2
>gear, 4 bearing, 4 seal,
> oil filled case.
>
> 3. A transfer case application does not appear to be
>possible
>in the existing KBS,
> Invader, and Red Devil cars which make up the vast
>preponderance of the current
> class. Conversion of these cars, if at all possible,
>would,
>I believe, require
> installation of a rear clip at a cost I estimate (based
>on
>the past KBS 4-link rear
> suspension conversions) to be in the $5000 range. This
>is a
>material cost relative to
> the $9000 - $12,000 value of most of these cars.
>
> Two Rakovan J-10 cars would be affected by a rule excluding
>transfer
>cases. Grandfathering, with appropriate competition adjustments,
should
>be
>considered.
>
> I respectfully request some indication of the views of the
>Competition Board (for example, an indication that further deliberation
>is
>warranted or solicitation of class member input), if not a final
>determination, as soon as possible. It will affect car builders' plans
>for
>next season.
>
> Respectfully submitted,
>
>
>
>
> Jack Walbran
> 118865
>
>Attachment 1
>
>Protest Statement: In addition to "snowmobile-derived drive
>components,
>"the Rakovan J-10 car uses an independent gear box to change the
>direction
>of the drive. This enables, among other things, a cleaner, improved
>header
>and a cleaner, improved pipe, and delivery of cooler air to the
>carburetors
>in front of the engine as installed, and better heat location and
>removal
>from the engine compartment.
>
> 1. To the best of our knowledge there is no comparable
>production snowmobile gear
> box, i.e., "snowmobile-derived drive component" (see
>Rule
>E.1.),
> or such a component having a comparable function.
>
> 2. If there ever was any such component, its use is not
>within
>the contemplation of
> Rule E.6., because it is an "addition" to the permitted
>drive components specified in that rule.
> See Rule E.6. specifying the components "through" which
>power may be
> transmitted.
>
> 3. In addition, it serves one purpose of a prohibited
>"differential" that is, to change the
> direction of the transmission of power. See Rule E.3.
>If,
>in addition, the ratio is not
> 1-to-1, it violates Rule E.6. specifying how the drive
>ratio
>"may" be changed.
> See attached rules.
>
>
>
>
>
>Attachment 2
>
>Formula Category 17.1.6. Rules
>
>E.1. "Formula 500 is a Restricted Class. Therefore, any allowable .
>. .
>additions are as stated herein. There are no exceptions."
>
>Definition: a class for . . . cars using snowmobile-derived engines
and
>drive components.
>
>E.3. Differentials . . . are not permitted.
>
>E.6. Transmission of power from the engine to the rear wheels shall
>be
>through an automatic torque converter-type, centrifugal variable ratio
>drive, using a belt and/or drive chain and centrifugal clutch.
Sprocket
>and/or pulley diameters may be changed to alter the drive ratio.
>
>(Emphasis added)
>
>Attachment 3.
>
>
>
><<...OLE_Obj...>>
>
>John W. "Jack" Walbran
>Of Counsel
>Bryan Cave, LLP
>211 N. Broadway, Suite 3600
>St. Louis, MO 63102
>Direct: 314-259-2959
>Fax: 314-552-8959
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