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Rotax Tech & Rules
Rotax Resources
| Max Tech - January 2007 |
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| Written by Scott G. Evans - National Tech Director |
| Monday, 01 January 2007 00:00 |
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Every year since the inception of this program here in the United States, I have published a communication similar to this in the spring, detailing any changes or clarifications that may have been made to the rules package from the previous year. Please find following the 2007 version of that communication. Please read carefully and feel free to contact me at This e-mail address is being protected from spambots. You need JavaScript enabled to view it should you need any further clarifications. Scott G Evans US RMax Challenge National Technical Director The US National Rules Primer and the ROTAX Technical Regulations have both undergone a facelift. The Primer has been streamlined somewhat to make it a little easier to read and eliminate all but the most necessary duplications from the ROTAX and CIK specifications. Quite a lot of work has occurred with the ROTAX spec, re-formatting and rearranging the requirements to separate above-seal stipulations from those below the seal. This makes it easier for the end-user to determine which of those requirements are his responsibilities and which he must leave in the hands of the service center. Beginning with the US Primer, you will find in the "General" section that we have liberalized the location of the scoring transponder somewhat. For 2007, the transponder must still be located on the back of the seat, but the vertical location is simply no lower than 15cm to ground level. The specifications for braking systems in all classes has now been moved to the "Chassis" section. Going into the 2006 season, we were faced with a difficult decision regarding front wheel braking systems and the Junior class. We were true to our word then and allowed these systems last year but are now returning to the international standards and have banned FWB in the Junior class. This means that front wheels brakes are now allowed in the Senior and Masters categories, mandated in the DD2 Max category and prohibited only in Junior and MiniMax. Regarding homologated front hand brake systems, the decision to continue these systems' prohibition in the US is predicated on the purity of the class, the amateur nature of the program's concept and the comparative skill levels of our typical clientele. We feel it unnecessarily complicates matters and will continue this ban until we are forced to take other action. Of course, if hand brake systems are necessitated by handicap, they will continue to be allowed with scrutineering evaluation. A clarification of ballast mounting protocol is also found in the "Chassis" section. Per CIK regulations, all ballast must be mounted using a minimum of two 6mm minimum fasteners. Consideration is given for national standards and, if the fastener is at least 8mm (5/16 inch) in diameter and the ballast is no heavier than seven pounds, only one will be required. However, that single fastener must be drilled and wired or cotter pinned. Double-nutting will not suffice when using a single fastener. More consideration is given to national standards in the "Bumpers" sections as a recent discovery has revealed a conflict in the rear bumper height. Based on years of practical experience, the rule is now written to include both international and national standard rear bumpers and results in no change to the competitor. Also, the inclusion of the new rear protection systems from Europe means that these systems will be optional for use in 2007, but must be utilized as produced and homologated without alteration. It remains to be seen the effectiveness of these systems but you are free to try them out. Continuing the standards set early in the program and reinforced in 2006, we have chosen not to follow the international allowance of two sets of slick tires per event in the US, instead maintaining the single set rule from years past - for cost savings reasons. Series organizers still have the right to name a series slick tire for one more year under agreement. For 2008, that latitude is rescinded and it must be the MOJO slick. Nationals will be MOJO. Perhaps the most significant of the US Primer changes comes in the MiniMax class and it again regards rear bumpers. A year of experience with the full width rear bumpers has revealed that some further rules structure is required to ensure safe designs on the track. In summary, we will require full-loop or "paper clip" type designs beginning in 2007. Current "roller" style bumpers specifically are prohibited under this structure, though we are working on a solution to get these included. Please read these regs closely to make sure your bumper meets requirements. You can contact either myself or your local scrutineering department for clarification and/or evaluation. Front nose cone rules in the MiniMax class have also been liberalized to the extent that protrusion outboard of the front tires is now permissible to a maximum of 40mm per side. This is done specifically to allow a full-size nose cone to be fitted on a cadet-size chassis for added front wheel collision protection. It has been demonstrated that in combination with the full width rear bumpers that the full-size nose cone is very effective in mitigating wheel-to-wheel contact and its (sometimes) disastrous results. Please take care in your selection as some noses are better suited for your chassis (front end width) than others. The changes in the ROTAX Technical Regulations are significant in appearance and format, but insignificant in content changes. In the radiator section, clarification about tape applied to the radiator is included. Any possible tape applied for temperature control must be wrapped all the way around the radiator and may not be removed while on track under pain of penalty from race direction. Significant for service centers is the refinement of the squish gap measurement procedures. The gap must now be measured with 2mm diameter soldering tin, measured on both sides of the cylinder and the average of the two readings is the designated result. A new measurement gage has been introduced for 2007. The exhaust valve gage (ROTAX part no. 277 030) will be available shortly and becomes part of the service centers' -- and scrutineers' -- gaging kit. Look for its introduction this spring and its method is detailed in the Technical Regulation. The specifications for the new intake silencer are now listed. Please remember that no alteration is permitted here, specifically in regards to drain holes as in the past. The new silencer already has a drain hole incorporated. Along with the new silencer comes the new mounting bracket and the permissibility to mount the fuel pump only in the bottom position. With regards to the intake silencer, I heartily urge all competitors to investigate the inclusion of an airbox rest arrangement. This can be a simple system added by bar clamping a pin or similar device under the airbox so it rests on top and helps to retain the box on the flange. You may not attach the airbox to anything beyond original configuration, but you may rest it on something. I have had a distressing number of exclusions for loose airboxes in the past year and encourage a reactive solution. In the increasingly popular DD2 class, some requirements have been added in 2007 as more and more chassis brands become available. The requirement of the original shifter paddles and mechanism is now clearly specified and detailed with allowable customization of the paddles for fitment and driver comfort. |