I like the 138 cap better than 140. Cap it at 138 and be done with it. Anything over 138 is a DQ. Just like with the weight, anything under 2600 is DQ. Make it easy and simple, cut and dry.

Here's a thought, if turning the DME switch to position 4 will make way less power, what if I just reach over after I get off track and turn it to 4 before I get to the dyno?? How do you plan on fixing that??? Or adjusting it to any position that takes power away???

There are lots of ways to cheat the system. We are going to trust you for now

If I have a choice I would be in favor of the 140 hard cap and the altered punishment of last place.

For goodness sake, leave the cap at 140 and the penalty at whatever,DQ, last place, whatever . This is going to become a comedy. The purpose of 140 was to allow for dyno variation, not any other reason.

We DO NOT know, yet, how much dyno variation different dyno pulls will have on the same run or on different runs on different days on the SAME dyno or on different dyno's (each with their own level of maintenance and calibration.

Only time will tell.

Will there be five runs with the top and bottom thrown out and the other three averaged out? There was some discussion about using different boxes to find illegal chips. What was the story there? Was the chip higher at the rev limiter or was it something else? How, exactly, do we determine that a chip is not legal? Is it more than the rev limiter?

What happens if the competitors box is legal and the HP is fine but the "test" box causes the power to go above the limit? Is the test done with the original box used? There are a number of details that need to be addressed. The test protocol seems to have been set but any variables need to be discussed and decisions made. The entire protocol must be carefully defined so that testing is very controlled and systematized.

It seems to me that is where we need to be going now.

Jim

Excellant points Big Dog!!

A defined testing procedure should be in the ruleset and public knowledge.

I had mentioned this in another thread but it pertains to this as well.

The transaxle fluid temp will alter HP results. It is a heavy oil and if you only warm up your engine off track and then go to the dyno as opposed to comming off the track after a session the results will be different. I dont have any data to support this but how could it not affect the results with a heavy gear oil, we know what light engine oil does.

So do we need to have a minimum transaxle temp?

I know that some SM guys will run the lightest oil possible in their engine and gear boxes to get the best HP to the ground and are willing to sacrifice longevity in the process.

I agree with Foxx that we need to have a very defined testing procedure for dyno pulls with all possible variables considered.

Such as:

SAE correction
Smoothing factor 5
Engine oil temp
Transaxle temp
Maximum RPM
4 gear only pull
30 psi tire pressure with Spec tire

This is not a complete list, please add your additions and comments so that we do not make a boondoggle of this. A narrowly defined procedure will be best for the class.

I would rather not have any dyno rule but of we are forced to have one then it needs to be a well written rule with no loopholes or omissions that would cause a competitor to be accidentally DQed.