|
You're prolly talking to the wrong guy about racing B20 rebuild intervals. The problem in my case is catastophic failures getting in the way of scheduled rebuilds. :(
In 3 years of racing, I've had 3 big engine failures... broken rod early in 2005, broken piston mid-season 2006, and another piston late in 2007. No surprise then, that I'm lowering my shift point from 7000 to 6500 this year! Actually, all three of those blown engines had multiple excursions (okay... dozens) to 72-7300 under acceleration, and multiple downshift screwups that had the tach telltale at 7800-8000. I obviously need to discipline myself more here, but sometimes in the heat of the moment...
But relative to your original question, each of those engines had at least 500-600 racing miles behind them, and I can report they showed essentially zero bearing wear, no appreciable bore wear, and no valve train related problems. They just had holes in the side of the block, making rebuild somewhat difficult. ;)
On speeds at Hallett - Running CCW, we see just under 100 mph before braking for turn 1 at the end of the start/finish straight. The current video pieces on YouTube though, were taken during CW sessions and we were only pulling a little over 90 mph at the (other) end of that same straight... the last half is uphill, and we were running into a 20-30 mph headwind that day. Running either direction, we see at least 90 mph about 4 times per lap. Slowest turn is about 30-35, average speed for the entire lap is just about 70 mph (either direction).
--
Gary L - 1971 142E ITB racer, 73 1800ES, 02 S60 T5
BlueBrick Racing
|
