[Brian Wilhelm]

Thanks Chris.

Chris does have a point. I added a splitter to the bottom of a nose I was trying at VIR because it “didn’t look like” it would have enough downforce. Well, after one practice session (and a sixth-gear spin in the esses) in the spin-o-matic laydown I had just created, the splitter came off. I think Jeff’s example will be less dramatic. My splitter was a LONG way ahead of the front wheels, giving it huge leverage.

I was hoping Bobby Butler or Johnny would jump in since they have both tried Daytona without a wing.

Jeff, it’s the purple that gives me good topend speed. Everybody knows a yellow kart is good for bottom end, red ones have strong midrange, and purple is for max mph.

[Brian Wilhelm]

Jeremy, 145.1 is my best top speed there, no draft, no wind.

My data on the superkart top speeds is based on my observations from racing with them. Generally, my fast lap pretty is much the same as a 250 twin superkart fast lap. They kill me on the infield, but I have them on topend. A well-tuned (Robby Harper) dual engine kart with two 125’s pretty much runs the same laptime, also with 145 top speed.

Johnny West has very good data on superkart speeds, laptimes, etc. from Daytona.

[Brian Wilhelm]

I have not seen a superkart faster than 143. A strong 250 single on a laydown will go 145. Lots of “stories” about Hines going 160+, but the real deal is he went in the low 140’s, according to Marc Crozlyn. Russell jr went 156 in the BRC 250 twin on a laydown and most knowlegeable folk said then that was about the fastest anyone has went.

Two sharp superkarts drafting can get 144.

[Brian Wilhelm]

<div class=”d4p-bbp-quote-title”>jeffrey wrote:</div>
So.. I have a PVP with a GasGas 250 that i am thinking of running at Daytona at the end of year.. What i was thinking of doing is to remove the rear wing assembly altogether and run on the high banks just like that… my question is.. can i do that or will there be some sort of overpowering downforce from the front nose area and therefore breaking loose the rear end due to lack of rear end downforce ?? perhaps the high degree of banking may help but i have no idea at all… 

Thanks !!

<hr />

<div class=”bbp-reply-signature”>125 TM Zanardi
250 GasGas Anderson
250 GasGas PVP</div>

Jeff, love to see how the GasGas would do there! IMO, I’d guess if you dialed out some front downforce, it may be fine. Bobby took the wing off his 250 year before last to gain top end, but didn’t like how it drove. I’ve been bugging Don E. to bring his GasGas to Daytona and last time I talked to him, that was still the plan. The magic number is 145!

[Brian Wilhelm]

Looking forward to seeing my racing friends at Afton!

[Brian Wilhelm]

<div class=”d4p-bbp-quote-title”>Tim Blaney wrote:</div>
Sorry Brian, I have to disagree. When I was working for SKI, I remember sitting at the Las Vegas Karting Center interviewing one of the founders of the Stars of Tomorrow – which later became Stars of Karting. In extolling the virtues of the ICC he said you could be competive with them out of the box, run them on pump gas and you wouldn’t have to spend $5000 to get one. Sorry but each and every one of those selling points that people at the time bought hook, line and sinker turned out to be completely untrue at the national level. If you didn’t have a built ICC – and in the early days Leary, SwedeTech, Italian Motors and SRA were all building good motors for SKUSA/ Stars – you didn’t have a prayer. Because they were built, pump gas wasn’t an option. Because the builders needed to make a living you were paying $5,000 almost straight away. 

IMO, that makes the selling features a load of crap. You may interpret it differently.

At the national level, unless it’s an engine that you draw for and then put on your kart for that day, there is no way that’s not going to happen. Like I said, it’s the natural progression. The idea of ANY class that’s proposed as spec “out of the box, you can’t change anything”, is flawed. It simply turns into the most expensive class to run, every time.

When the ICC thing was just getting rolling, I was pretty surprised folks bought into it being “out of the box”…….

[Brian Wilhelm]

<div class=”d4p-bbp-quote-title”>Tim Blaney wrote:</div>
Bob, ICC’s make their big push in US sprint kart racing at the national level around 2002 when people grew tired of getting their asses kicked by SwedeTech Hondas. At the time, the mantra was they could be run box-stock, on pump gas and it would put and end to $5000 engines. It all turned out to be a load of crap. Engine builders quickly found ways to make more power so you still needed built engines, they ran race gas and they ended up being more than $5000. And in the end SwedeTech dominated ICC just as they did moto. As I recall Paul Leary had some good Pavesis, Italian Motors were good TMs. Swetech started out with CRS, then did Pavesis, then Maxter and finally TMs. TB

 

Tim, not so much a load of crap. It pretty much happens that way in every “spec” class. That’s why so many good ideas for “equalizer” classes, (Yamaha, moto, ICC, stock moto, TaG) soon turn out to be the most expensive class to run. It’s simply the natural progression.

[Brian Wilhelm]

New Pavesi’s and parts are still readily available. Jean Marcioni (JM Racing) started importing Pavesi’s in about 1989. Wally picked it up in 1992 or 1993. Lenora and Buddy are still in business, and I am also. I’m pretty sure I’m the only stocking Pavesi dealer, and I do service a lot of Pavesi’s.

The motors were revised in about 2004, and then again in about 2008-ish. Most parts are interchangeable.

[Brian Wilhelm]

Nice job WKC!

Who do I send the bill to for all the grass I mowed over the weekend?

[Author]

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