I did some searches on HT for topics on shells. There were plenty that gave me a lot of info, but nothing that quite answered MY question.

I read the rule on body swaps, and please excuse my ignorance, but I still don't quite get it.

For example, If I got a bare ITR shell (no suspension or chassis stiffening tidbits that make the ITR so different from the rest of the DC4) what exactly would I have to do to allow the car to legally run in H4?

The reason why I ask is because I've got a killer deal on ITR chassis and I would love to run it in H4.

 

The ITR chassis is not eligible to run in H3 or H4 because it's an ITR. It does have a different chassis even though you can't see it. There are small differences that I don't feel like going into.

If you want to race H4 in a Teg, get an RS, LS, or GSR! Obviously the RS would be the easiest car to convert into an H4 car because it has the correct motor/tranny and does not have a sunroof!

 

Grab the shell and build an H2 car

 

give me the shell and you wont have this problem =P

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Mr. Famadico &raquo;</TD></TR><TR><TD CLASS="quote">I did some searches on HT for topics on shells. There were plenty that gave me a lot of info, but nothing that quite answered MY question.

I read the rule on body swaps, and please excuse my ignorance, but I still don't quite get it.

For example, If I got a bare ITR shell (no suspension or chassis stiffening tidbits that make the ITR so different from the rest of the DC4) what exactly would I have to do to allow the car to legally run in H4?

The reason why I ask is because I've got a killer deal on ITR chassis and I would love to run it in H4.</TD></TR></TABLE>

If you're looking for a nice DA (currently the H4 chassis to have, sorry CRX guys ) shell, and u insist on building the car, i MIGHT have one for sale, MAYBE.

what's your budget?

 

Yeah, the effin' chassis is different. I asked the same question before, got the same answer. It's *RIGHT THERE* in the rulebook. They meant it.

I think it's silly though, well, kinda. An ITR chassis at H4 is probably at a slight disadvantage due to weight.

 

Just buy an accord for H4...

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by bad-monkey &raquo;</TD></TR><TR><TD CLASS="quote">

If you're looking for a nice DA (currently the H4 chassis to have, sorry CRX guys )</TD></TR></TABLE>
I know a lot of CRX guys that would beg to differ that statement. Namely the ones that keep kicking my ***.

ITR chassis are stiffer than any other DC2 chassis; there's never been any doubt of that. That's why you can't run one as an LS in H4.


(Chris, I just noticed your sig. How much cash do you have "in hand" and how good of a listener are you? )

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by krbobcat &raquo;</TD></TR><TR><TD CLASS="quote">(Chris, I just noticed your sig. How much cash do you have "in hand" and how good of a listener are you? )</TD></TR></TABLE>

Hehehe

I'll be on a new suspension next time you see me there, that should help.

(too bad I'm still a hack)

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by krbobcat &raquo;</TD></TR><TR><TD CLASS="quote">I know a lot of CRX guys that would beg to differ that statement. Namely the ones that keep kicking my ***.

ITR chassis are stiffer than any other DC2 chassis; there's never been any doubt of that. That's why you can't run one as an LS in H4.
</TD></TR></TABLE>

yeah i'm waiting for the CRX lench mob to show up and string me up

Still, a fully built b18a1 (to H4 rules) and the current min weight for DA's makes it a pretty damn tough car in h4. I wonder if there's gonna be an adjustment in the rules to make things a little more easier for the rest of the non-DA field...

 

Chris,

Kevin might be on to something. Coaching can be very beneficial. More than any suspension or engine mods can probably give. Try taking your turbo off, and see if you can go faster than your current lap time.

I have a friend who is a decent driver who actually go slower (lap times wise) when he put a supercharger in his NSX. The extra 80 WHP actually hurt his lap times. His approach speed to a corner is higher makes him uncomfortable and over-slowed the car for the turn.

This is a common problem. As this year F1 lost 200 HP and their cornering speed is faster. Mainly due to slower approach speed to a corner. Contrary to some people beliefs, driving faster car is harder than driving slower car.

That being said, a good coach can do wonder. One need not to be the current winners, but he need to be able to run in the front pack in any given weekend. I can not emphasize enough on experience, this is where the Pro drivers get a huge advantage. He doesn't need to drive similar cars. In fact, a good pro drivers should have experience in wide array of cars. Not just driving them for a session, rather testing and seting them up. I can not emphasize enough the difference in a coach from pro level to instructors in club level.

It is sad that in motorsports, not a lot of people realize the important of coach. Look around, in any other form of sports, coach play a major factor. I usually hire a coach at least once a year.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Andrie Hartanto &raquo;</TD></TR><TR><TD CLASS="quote">

This is a common problem. As this year F1 lost 200 HP and their cornering speed is faster. Mainly due to slower approach speed to a corner. Contrary to some people beliefs, driving faster car is harder than driving slower car.


I can not emphasize enough on experience, this is where the Pro drivers get a huge advantage.

</TD></TR></TABLE>


Not to go off topic to much, but actually Andrie, the faster speed this year in F1 have to do with tire compounds and tire changes, not just faster approach speeds. The faster approach speeds is because of the tires. If they still had the extra 180hp, they would be turning even faster laps time. The FIA keeps trying to slow them down, but the engineers are winning the speed game right now.

What or who do you consider a "pro" Andrie?

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Andrie Hartanto &raquo;</TD></TR><TR><TD CLASS="quote">Kevin might be on to something. Coaching can be very beneficial. More than any suspension or engine mods can probably give. Try taking your turbo off, and see if you can go faster than your current lap time. </TD></TR></TABLE>

You west coast weenies may have time for driver's coaches, fashion advisers, diet planners and personalized pharmaceutical reps, but here in the Midwest, we're too stubborn for all that bull!

Hey, I know you're right, that's why I put that line in my sig. At the same time, I think some people see a dyno number on my car and over-estimate quite how much straightline speed actually buys me on most tracks, and only a fraction of you have actually seen me drive Give it a few laps and the intake air temps are silly hot. Sure, Road America I'm pretty quick, even Mid-Ohio I could be quick (with some more time).

Also, my car suspension/alignment setup is pretty **** poor, it's a decent HPDE setup but that's it.

Watch me follow a well driven H4 CRX for a few laps. The first 3-4 minutes I have to lift to stay behind him (I really did want to be behind him). After that, my car is wheezing to keep up, and still plows through all the turns. http://video.google.com/videop...hl=en

Anyhow, see you guys at Nationals... I believe... hopefully with more car and more skills

 

Andrie

One should always be able to out drive their own car. That way an increase in horsepower will be seen in shorter lap times. If you have more car than driver, you need lots of seat time to get your skill level up to par with what the car is capable of doing.

 

To really get what I'm trying to say, sync up Wai's H2 car video with mine at about minute 7. Take a look at what happens on the back straight, we're the same speed. My car is a pig. (yeah I could drive faster too! )

(obligitory right click save as)
http://www.racingcouple.com/cl...3.wmv
vs.
http://video.google.com/videop...hl=en

 

ChrisF looks like you need a larger rear bar. ASR 32mm with .120 wall should be nice.

Edo

 

Yep! I'm running stock ITR swaybars and 12k/10k coilovers. Needs help

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Chris F &raquo;</TD></TR><TR><TD CLASS="quote">Yep! I'm running stock ITR swaybars and 12k/10k coilovers. Needs help </TD></TR></TABLE>

Yeah. It looks to be really pushy. With better rotation, you could toss it into the turns earlier and faster and use your power to pull you through. What tires were you on? You had those babies singing. I never hear that much noise from my RA-1s.

- Scott

 

New RA1's sqeal. Go figure. Same at Mid-O. Wai noted the same. 225/45R15.

My motor is QUIET too..

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by prkiller &raquo;</TD></TR><TR><TD CLASS="quote">Not to go off topic to much, but actually Andrie, the faster speed this year in F1 have to do with tire compounds and tire changes, not just faster approach speeds. The faster approach speeds is because of the tires. If they still had the extra 180hp, they would be turning even faster laps time. The FIA keeps trying to slow them down, but the engineers are winning the speed game right now. </TD></TR></TABLE>

You are right that tire compounds also contributes to faster cornering speed. But if you read articles in the beginning of the season, the drivers and engineers also noted that they can achieve faster cornering speed because of the lower HP, thus lower approach speed.

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote">
What or who do you consider a "pro" Andrie?</TD></TR></TABLE>

Professionals are people that make a living doing this. In addition of coaching, a coach should race well and regularly in pro circuit. Racing in small ponds limit your experience and knowledge. If you notice when test drivers are interviewed in F1, you can notice their answers are so technical. This is important for coaching as well. In short, the more experience, the better. .


This is Andrie Hartanto, using RedZone computer.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Chris F &raquo;</TD></TR><TR><TD CLASS="quote">You west coast weenies may have time for driver's coaches, fashion advisers, diet planners and personalized pharmaceutical reps, but here in the Midwest, we're too stubborn for all that bull! </TD></TR></TABLE>

hey, are you a redneck? :0

This is Andrie Hartanto, using RedZone computer.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RedZone &raquo;</TD></TR><TR><TD CLASS="quote">hey, are you a redneck? :0

This is Andrie Hartanto, using RedZone's computer.</TD></TR></TABLE>

I recognized the broken English.

 

The ITR chassis has reinforcements both in sheet metal thickness in particular areas and in the seam welds. The most commonly known is the subframe. So even if you unbolt all of the extra chassis braces, the ITR chassis has advantages over a standard DC chassis.

There was a diagram with a breakdown of all the differences between an ITR and a normal Integra. Don't ask me where I saw it.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Chris F &raquo;</TD></TR><TR><TD CLASS="quote">I recognized the broken English.</TD></TR></TABLE>


lol....thats funny right there...

This is Jeremy using my own computer

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by suspendedHatch &raquo;</TD></TR><TR><TD CLASS="quote">The ITR chassis has reinforcements both in sheet metal thickness in particular areas and in the seam welds. The most commonly known is the subframe. So even if you unbolt all of the extra chassis braces, the ITR chassis has advantages over a standard DC chassis.</TD></TR></TABLE>

I know I'm fighting a losing argument, but bear with me--

If I can build a cage with chassis stiffening in mind, does the Type R lose its advantage? Plus the chassis weight more too?