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    • Bill Strong

      BOD Nominations   10/03/2017

      Emails have been sent to all current CCWS Members with a link to BOD nominations. Please check your email.   You will need to ask the person you're nominating for their current 2017 CCWS Member Number. Keep in mind that we will contact each nominee to make sure they are OK with being a candidate. You can't nominate yourself either (sorry). All nominations are due by November 3, 2017. To keep from having 574 different nominees, a nominee must be named by at least five members to qualify. We will compile all the nominations and put the top ten nominees on the November 10, 2017, ballot. Elections are over on December 10, 2017. We will announce the winners on December 13, 2017, and the two winners will take office January 1, 2018. How to get your current CCWS member number. Log into the CCWS event registration system. Your member number will be next to your name on the welcome screen. https://www.chumpcar.com/register/login.php Mike Chisek
      ChumpCar International, Inc.


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mender last won the day on October 7

mender had the most liked content!

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    : Alberta
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  1. It's more fun when people find the hidden joke but I can't wait. If you sell stints in your RX7 you could be EERTS rent-a-car ...
  2. Simple Enforcement for Fuel

    That may be all that tech wants to know - or it may not.
  3. The Epitrochoidal Envelope with Reuleaux Triangle Series is a little clumsy ...
  4. Simple Enforcement for Fuel

    Pretty easy to do: the team brings the tools to impound and removes the part in question while the tech people watch. DQ if they don't remove the parts, DQ if the parts aren't accounted for. Do that a few times and people will get the message. Every small town dirt track does that, so no biggie for Chump to follow suit.
  5. Road America fall race

    At 0:20 you can see that there is a car in front of him. The Grand Prix doesn't get beside that car until after getting punted, pushed forward and turned to the edge of the track. The "disabled" car is actually the black car that just passed the GP coming into that corner, running wide to avoid the slow car (blue and white Honda Civic) that is moving across the track and ends up in front of the GP. The Grand Prix appeared to be in the process of letting the black car by on the right hander at 0:09 or maybe just going wide, hard to say. At 0:19 the slow smaller car (Honda Civic) moves across the track on the racing line in front of the GP and black car (who is the one who goes off track right) and the GP moves in behind then has to brake when the Civic doesn't accelerate. The GP brakes while maintaining track position to avoid that car at 0:20 and gets hit from behind. At 0:21 he gets punted and shifted to the left. He was about three feet from the edge of the track on the opposite side from the racing line when hit; not what I'd call the middle of the track. The GP was caught in the middle with a slow car in front that moved across the track and one that came up very fast from the rear. Of the three cars, I'd place the least responsibility for the incident on the GP.
  6. Road America fall race

    To avoid rear-ending the car that was right in front of him.
  7. With the WDCYC factor that they presently use.
  8. Simple Enforcement for Fuel

    Lots of misconceptions out there; I'll try and clear some up without clogging up the thread. No. Every engine has a spark timing curve that produces the best output, and advancing the timing more than that starts to work against the piston as it is rising in the bore. The old days of adding 2 degrees at a time until it pinged then backing off are gone; that was when we had to try and get our old high compression muscle cars to run on the pig swill they were selling as gas, especially as they were switching over from leaded to unleaded gas. High compression + low octane = retarded timing and less power; use fuel with the proper octane level and the timing can go back to the optimum and power comes back up. Unfortunately, that gets changed in people's minds to mean that higher octane in any engine means more timing and more power. It doesn't. No. Octane is a measure of the fuel's resistance to self-ignition (think diesel engine). The flame front speed (burn rate) is for all intents and purposes identical for gasoline, and the energy content is also very close, with higher octane being slightly lower. Lower octane fuel has a lower self-ignition point, meaning that in the presence of oxygen it will spontaneously start and support the chemical conversion we know as combustion at a lower temperature and/or pressure. As the piston is coming up the bore, the spark (at let's say 30 degrees BTDC) starts a small kernel of combustion that ideally moves outward in a uniform and predictable front that eventually consumes the A/F mixture. The ideal is to have peak cylinder pressure at about 10-12 degrees ATDC, and the initial timing for each engine is set to get that result. Okay, the spark has ignited the mixture and the piston is still compressing the mixture as it is burning. The result of the compression and also the combustion is a precisely timed and controlled rise in pressure and temperature in the cylinder. If the pressure and temperature get high enough, the part of the mixture that hasn't burned yet lights off all at once (self-ignition) and the sudden burn causes a pressure spike violent enough that the metal cylinder walls ring (pinging). This is detonation, same idea as a bomb going off. If the spark is too soon, the earlier initiation of the sequence can raise the pressure enough to cause detonation in an engine that otherwise would be fine with a particular level of octane. Adding octane will help with that but the engine power will be lower than optimum because of the negative work that occurs caused by the extra force against the rising piston. This is why more timing and higher octane does not give you more power in an otherwise stock engine on pump gas. Pre-ignition is similar to detonation but occurs when there's a hot spot in the chamber that starts a second combustion pattern under conditions that normally wouldn't occur. This too causes a pressure spike and pinging; similar result but different cause, so everyone please make a note to not mix them up or call either of these "pre-detonation" or whatever. Turbo engines love high octane. That's about the only limit to producing power with a turbo (well, a few other components) so unless there's a boost limit, pump gas is the best way to keep that genie in the bottle. One could question whether higher than stock boost levels should be allowed but that's another topic. The other side of the question is whether the stock EFI system on the turbo is capable of keeping an otherwise stock engine alive under the rigors of racing; quite likely that most factory turbo system were tuned with short spurts of boost in mind, so I wouldn't be at all surprised if they need race fuel on a stock engine at stock boost levels to survive endurance racing. If someone has more questions about the whys and wherefores, just ask.
  9. Spindles are a suspension part, not a brake part. Putting it in with brakes is a pretty strained interpretation and should be stopped.
  10. Rebuild or heck NO?

    So much easier with a GM car that started off as a parts shelf build from the factory:
  11. Aluminum Radiators

    Nope, no components added to the vehicle. Look up how a coolant-to-oil cooler works.
  12. Rebuild or heck NO?

    A Northstar is bigger than an LS engine:
  13. Aluminum Radiators

    The oil cooler is part of the stock engine so it would be a modification to eliminate it; not allowed by the old or current swap rule, and neither is mixing and matching of old and new engine components. It's also a bolt-in engine so stock Fiero engine mounts, no headers because the stock manifolds that came with the engine fit the chassis, etc. so no free poop.
  14. What are your failures?

    My apologies, I was thinking butt connectors. Yes, I prefer to use those but I call them weatherpacks.