by screwdriver » Wed Apr 25, 2012 7:42 am
Tough role Crunch, the updated rules have addressed a few issues, but there are still others that if strictly adhered to, eliminate far too many cars. You are already aware of what they are, but we still have to accept that T & C is NOT Appendix K.
The real purists should go the Appendix K route as that is what it is there for. Those series running successfully outside of T & C do so for very sound reasons. Those series overall may not be too far away from T & C, but by insisting on 100% conformity, in several cases I am aware of, it would merely sideline those cars altogether and that seems fairly pointless.
Where else would they run? They are not moderns, they are still classics, but as these cars age, genuine spares, especially exterior trims, are getting very scarce. Several drivers will park the steel bumpers, steel wings, chrome/stainless strips, window glass, in a safe place - and why shouldn't they?
The same applies to old gearboxes. If you strip first or second gear in a 40 or 50 year old gearbox, would you prefer the driver waits three or four months (meaning a loss of race levy of $25 a time for MSNZ!) sourcing the genuine article, or is it in fact more sensible to use a modern gearbox where spares and expertise are plentiful? The answer appears to be obvious, but if the race entry numbers are not high, then the financial viability of each and every classic race meeting is affected.
Drivers have the option of Appendix K or Schedule K if they so desire and one or two do in fact have that, but at this stage, if cars are accepted by a series committee, that should be enough.
You are well aware of the views of various series committees and convenors. Those running outside CoD or strict T & C conformity are still in the majority in terms of driver numbers, but all their series are still growing.
The up to 3000cc saloon grids so far, have only consisted of cars already racing in other groups, so they haven't yet brought anyone else new into the fold. All that happens is that one whole grid at a normal race meeting brings in zero income where the promoters elect to not charge extra for running in two groups. The only exception was the quoted BMW Festival, but many regulars boycotted the event as their grids were far too diverse, with fast race cars being mixed with T & C conforming road cars. The non-conforming series were not part of the festival anyway.
Top marks for fronting up Crunch, but I can't see those series switching over just yet. The mixed grids in the south confuse everyone and RogerH is correct in challenging it, as the north is often told that the south have an equal say and 'they might not agree' to what the north wants. One of the aims of the CoD was so that cars could theoretically race anywhere and organisers would be happy to accept them, but in truth, all race organisers set their own criteria anyway and as pointed out, it often creates very strange grids. At least the non-conforming northern series groups have grids that the drivers accept as normal.
Tough role Crunch, the updated rules have addressed a few issues, but there are still others that if strictly adhered to, eliminate far too many cars. You are already aware of what they are, but we still have to accept that T & C is NOT Appendix K.
The real purists should go the Appendix K route as that is what it is there for. Those series running successfully outside of T & C do so for very sound reasons. Those series overall may not be too far away from T & C, but by insisting on 100% conformity, in several cases I am aware of, it would merely sideline those cars altogether and that seems fairly pointless.
Where else would they run? They are not moderns, they are still classics, but as these cars age, genuine spares, especially exterior trims, are getting very scarce. Several drivers will park the steel bumpers, steel wings, chrome/stainless strips, window glass, in a safe place - and why shouldn't they?
The same applies to old gearboxes. If you strip first or second gear in a 40 or 50 year old gearbox, would you prefer the driver waits three or four months (meaning a loss of race levy of $25 a time for MSNZ!) sourcing the genuine article, or is it in fact more sensible to use a modern gearbox where spares and expertise are plentiful? The answer appears to be obvious, but if the race entry numbers are not high, then the financial viability of each and every classic race meeting is affected.
Drivers have the option of Appendix K or Schedule K if they so desire and one or two do in fact have that, but at this stage, if cars are accepted by a series committee, that should be enough.
You are well aware of the views of various series committees and convenors. Those running outside CoD or strict T & C conformity are still in the majority in terms of driver numbers, but all their series are still growing.
The up to 3000cc saloon grids so far, have only consisted of cars already racing in other groups, so they haven't yet brought anyone else new into the fold. All that happens is that one whole grid at a normal race meeting brings in zero income where the promoters elect to not charge extra for running in two groups. The only exception was the quoted BMW Festival, but many regulars boycotted the event as their grids were far too diverse, with fast race cars being mixed with T & C conforming road cars. The non-conforming series were not part of the festival anyway.
Top marks for fronting up Crunch, but I can't see those series switching over just yet. The mixed grids in the south confuse everyone and RogerH is correct in challenging it, as the north is often told that the south have an equal say and 'they might not agree' to what the north wants. One of the aims of the CoD was so that cars could theoretically race anywhere and organisers would be happy to accept them, but in truth, all race organisers set their own criteria anyway and as pointed out, it often creates very strange grids. At least the non-conforming northern series groups have grids that the drivers accept as normal.