1. Where should the 85-89 MR2 go.
A. ITA where it is. (2270lbs)
B. ITB at ______lbs (please fill in weight)
2. Who are you.
A. MR2 driver.
B. ITB driver.
C. None of the above, just want to weigh in.
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1. Where should the 85-89 MR2 go.
A. ITA where it is. (2270lbs)
B. ITB at ______lbs (please fill in weight)
2. Who are you.
A. MR2 driver.
B. ITB driver.
C. None of the above, just want to weigh in.
1. Option B - at process weight.
2. B - ITB driver.
May benefit? You said no debating, and I won't. There's NO debate that the MR2 DOES benefit from the having the engine in there rear of the car and being RWD.Quote:
do to the fact that the MR2 may benefit from mid-engined configuration. If the MR2 was FWD, the number would be around 2450.[/b]
Same answers as Dave - put it in B, at the process weight, and I'm a current ITB driver
If someone would actually put an ECU in it EVEN UNDER THE CURRENT RULES and prove no improvement, then I'd be willing to consider a lower-than-current-process weight. Till that point, it's kinda hard to really argue a full 10/10ths build, even if the motor internals have been done.
ITB at process weight, or Dual Classed both at process weight.
C: ITA Rx7 driver who cares about the integrity of the IT Rules
trust the process
make it a B at 2550. i had a mr2 and a corolla gts. i always felt that the mr2 was way more dificult to drive then anyother race car i have driven. i race A and B
Dual class or ITB at process weight. ITB driver.
1. B at process weight. Adjust later if needed.
2. ITB driver
Note 1: I did my drivers schools in an MR2 (circa 1989-90) and have spun them at Pocono and Nelson Ledges ;-) . If you can cope with that polar moment, more power to you.
Note 2: I raced a VW Rabbit for many years. It originally was an ITA car then was moved to B. It has also had a number of weight changes; lightening the car to keep it semi-competitive.
DZ
1. Ask the MR2 drivers (all 10 of them) what they want. If they all want to move to B then let them go there at 2450 lbs.
2. C; ITA driver.
B
2500-2550
ITA driver...just barely
R
Eggs-actly.Quote:
ITB at process weight, or Dual Classed both at process weight.
C: ITA Rx7 driver who cares about the integrity of the IT Rules
trust the process
[/b]
K
Quote:
1.
Note 1: I did my drivers schools in an MR2 (circa 1989-90) and have spun them at Pocono and Nelson Ledges ;-) . If you can cope with that polar moment, more power to you.
DZ
[/b]
Option B, process weight, then take a look at that mid engine adder if necessary.
I'm starting IT in an MR2 next season.
DittoQuote:
ITB at process weight, or Dual Classed both at process weight.
C: ITA Rx7 driver who cares about the integrity of the IT Rules
trust the process
[/b]
1) A - at the process weight or duel class. But would be interested in seeing the results of a 10/10ths build.
2) C - No horse in this race..........
Jake,
For being a survey with no debate, your throwing in a few "extras".
"Currently most MR2s are lapped traffic"??? (sorry, was having trouble with the quote button on edit......)
You're going back to on track performance. Every Ford Escort I know gets lapped (true fact). Every Laser I know gets lapped (true fact) I also lap most of the RX7s, Integras and Miatas I run with in the Northeast. Maybe we should do comp adjustments for all of them?? :rolleyes:
Ditto on this sediment.Quote:
1) A - at the process weight or duel class. But would be interested in seeing the results of a 10/10ths build.
2) C - No horse in this race..........
[/b]
Why shoudl the MR2 get anything other than the process wieght? IF the car is still not competive with a 10/10ths build (which has still not been done IMO) then we can talk about the Mid Engine Adders/subtractors.
Jeremy my thoughts exactly. if process says 2550 let it be that.
LOL, I was thinking the same exact thing.Quote:
For being a survey with no debate, your throwing in a few "extras".[/b]
Put it in B at process weight. Don't dual class. Any changes to the process overall (ie if down the road adders are revisited for any aspect of an ITB car - mid engine, suspension design, # of valves, etc.) then apply that to this car as well. Don't make a special consideration for one single car.
ITB driver here.
I edited to the first post to remove debatable topics since this isn't about debates....
If these points are generally true, then does the car belong in ITA at all?Quote:
1. MR2 is classed at 2270lbs in ITA, most cars can’t get anywhere near that weight – the best ones can get within 100lbs.
4. The majority of MR2’s are lap traffic in ITA currently.[/b]
Unrestricted ECU is a tide that floats all boats equally, so there is no need to pick on the MR2 in particular. If the ITAC wants a process penalty on aftermarket ECUs, IMO it should be universally applied.Quote:
2. It’s been argued that the MR2 doesn’t make much power in IT. Best dyno’d example to date makes 109rwhp, but had a stock ECU. The new ECU rule may unlock more power.[/b]
Stan (C...no dog in the fight)
At this point...
15 in favor of moving to ITB at process weight. 16 if I voted.
0 Against.
Interesting that about half the responses are from ITB drivers.