Holding.
Ready?
Your interpretation of the engine rules is correct. Knife-edging and those other mods you mentioned would certainly be illegal.
There's a difference, however, between a tired SC engine and one that has been refreshed by a builder like Peter Dawe. Such engines are "blueprinted" to the exact specifications in the factory manual, and have been balanced to hundredths of a gram. (Machining for balancing purposes only is permitted). These engines make the EXACT compression ratio specified in the book, and are tested with the "whistler" for compliance when they podium. They have been set up on a dyno and tuned for maximum performance with headers and megaphone exhausts. The CIS is so rich, when they lift off before a corner, fire shoots out of the tailpipes.
In short, there's a very wide variation between one "stock" engine and another, and that variation is usually correlated with the skill of the engine builder.
Quote:
|
Also, you cannot have a brake system that was not part of a factory option. And you are not allowed the 3.8 wing either or a different ring and pinion.
|
Read the rule book carefully.
“Prepared” Cars
Any vehicle meeting the criteria for a “stock” Porsche per the previous rules and having one or more of
the following changes will progress up one stock class except as noted. Cars whose original stock class
is B may not make any of the “prepared” modifications and remain in a “stock” class. Any such
modification will result in reclassification to the appropriate “super class” based on “super class” criteria
alone. Note that prepared cars are classified as stock, and compete in the appropriate Class A-K;
therefore, except as noted below, all stock rules take precedence.
1. Engine
A. Non-factory DME chip. KLR chip must remain as supplied by factory.
B. Substitution of carburetors for electronic fuel injection on 914’s.
C. Modifications/changes/substitutions of carburetors/venturis on carbureted cars.
D. Non-standard ignition system.
E. Substitution of carburetors for CIS or motronic systems on 911’s, engine unmodified from intake port to exhaust port, progresses up two stock classes.
F. Substitution of mass flow system for stock air flow metering system progresses up two stock classes.
2. Suspension
A. Slotting to achieve suspension settings is allowed. Pick-up points cannot be welded or machined.
B. Non-factory shock housings set at factory settings are allowed.
3. Tires and Wheels - Wheels two inches wider than originally supplied and any tire combination which fits under the fender is allowed. Tires and wheels must comply with Stock rules 3A, 3B, 3C and 3D.
4. Brakes - Calipers, rotors and master cylinder are free, except the number of master cylinders must be as supplied by the factory.
5. Transmission
A. Ratio of the ring and pinion may be changed.
B. Non-factory limited slip of any type is allowed.
6. Body/Chassis/Interior
A. Ducting for additional coolers provided it doesn’t change size and shape of factory panels.
B. Slope nose conversions are allowed, however, tire/wheel requirements must remain as per above.
C. Fender flaring is allowed using factory material
D. Rear wings may be added provided they are not any higher, relative to the roofline, than a factory (non-extended) 3.8 RSR wing.
I think what is causing the confusion is you are referring to the rule book for "Stock" classes. In "Prepared" classes you may make any, or all, of the above listed modifications, and progress up one stock class (two for the carbs or MAF).
Therefore, an US-Spec SC, which runs in G-stock, may make all of the prepared modifications I listed above, and be classified in F-prepared.
An EURO SC would be bumped to E-class and suffer a terrible fate at the hands of the C2s. The Euro SC's advantage is the additional power, yes, but I'd take the prepared mods and a US-spec SC motor any day over a stock Euro.
Oh, and WRT cheating, the old joke goes, "How do you know the other guy is cheating? Because you're cheating, and he's faster than you!"
Hope this helps!