I like being able to race against a variety of configurations, and think the
SCTA
has a nice way of doing it by keeping the 2 and 4 strokes together. I mean we
cant make a class separation for everything if there is a potential suspected
difference, do we need a rider weight class designation, or girth designation?
Even pushrod and overhead cammers used to be together, and many found NO problem
setting records that still stand with the pushrods. Look at Dave Matsons
records
(set with a Vincent motor) they were set in the generic body/frame/displacement
class, he didnt enter pushrod. I mean you just find a way to do it. In line
fours might have a hp advantange, but what about the narrowness of the V-twin
(an
aero advantage), and the way a V-twin puts down power pulses (a traction
advantage).
Joe
Jim Dincau wrote:
> > Dale,
> > The E.C.T.A. recognizes that there are inherent differences between 2
> > cycle (the /2 class) and four cycle (/4 designation) engines. The other
> > sacntions either..... (a) don't know there are differences (which I don't
> > believe)..... (b) don't care........ or (c) just don't think it matters,
> > because they are really old school car guys (most likely).
>
> Boy am I getting tired of this SCTA bashing.
> The SCTA bike rules rules are made by bikers, there is an equal but seperate
> commitee and an annual meeting at speedweek.
> Jim
>
> > As far as the designation for your motorcycle, Ducatis are a four stroke
> > design so it woul be a 1000/4 engine. P/P is a production pushrod
> > designation . If your Ducati is a Desmo drive model and is stock in all
> > forms but tires it would be in a P/1000/4 class. P = Production, 1000 =
> > displacement , 4 = four stroke.
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