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Interesting lunch after the meeting. Maybe if I put this in writing people will read it several times and it will correct their way of thinking.
Here are 2 concerns 2 separate people had and they couldn't grasp the rule. The rule applies the same for both concerns.

The rule in question is "you cannot alter or grind any part of the power head." .
First T racer concern. Since it is difficult to find the 73 flywheel, I should to allowed to grind another flywheel down to the same size and weight. After all the racer with the other flywheel has the advantage.
Second T racer concern. We should be able to balance the powerhead by grinding rather than waste time and money finding, weighing several componites to do the same thing. After all no inspector is going to tear the motor down that far.
Now T racer number one agreed that you should be able to do both. T racer number two only thought their alteration should be alllowed and what number 1 was doing as illegal.

One aspect that makes stock outboard more of a challenge that MOD is finding them and measuring parts to build the best motor you can. In mod you just alter the part. Both corrections would result in breaking the rules.
To say parts are difficult to find, cost too much money and I don't want to spend the time and effort to be legally make it right, don't belong in your answer. BOTH ONE AND TWO ARE BREAKING THE RULES.

I keep asking T racers to post what they need. Neither one nor two did a post. DOC needs a CES head at a fair price. No post evenough I posted a link weeks ago for a person that had several for sale.
I must stay in the middle when we have problems within the group. Both Paul [TOP GUN]and I have always come forth to support the T group with parts.
Please don't go down this alter the part avenue, others will do the same. Try to get the parts. That is major difference between stock classes and mod classes.

To solve this problem:
Racer one will have a 73 flywheel
Race two will have unaltered rods and pistons that legally balance the motor.
Doc you will have a CES head for Waterford.

It is all about communication. Sorry to centre you good guys out, but, I needed to use actual specific references to make the point.

And it also makes it the most expensive form of racing...where the biggest budget (time and/or money) wins. The guy that can afford 27 sets of rods to find the best ones...or the best blocks...whatever...has the advantage. Maybe that's ok...but don't pretend that it's fair or more honerable.

I can find CES heads...most are damaged in one way or another, they are all far away, and they are all expensive. I don't post wanted ads for this stuff because I like to play my racing ahem "strategy" close to the chest (Coulter doesn't need to know nothin'). The option to buy a BRAND NEW part that does the EXACT SAME thing was appealing. Funny how I can use Wiseco pistons legally...which is the EXACT SAME situation. Turns out I still beat Gig and LC at Dunnville without either so I don't know what the fuss is about....

If you want to put the class "on track" (literally and figuratively)...make it easy on all of us.

#1 - SAFETY inspection...thorough!!!! Guys need to have their boats rigged right, floatation, the CORRECT safety gear...etc. This is where the insurance will focus first if there is a serious accident.

#2 - Weigh the boats at the beginning of the season put a sticker with the weight on the boat....I don't know how to police this from race to race...

#3 - Top three boats from each heat get compression test and fuel test as they get pulled out after the second heat...you fail you get DQ'd and retested BEFORE the next race. If you get DQ's on day 1 there's enough parts hanging around that you'll get out for Day 2....especially if you had say a billet head with interchangable domes ...

#4 - Potests from racers cost $250 or $500 and the winners motor gets pulled down. Maybe a provision along the lines of the original fair competition rule that states a dominating boat can be torn down if deemed dominant by the class rep/Tech inspector/TORC exec (whatever).

We all want this to work....

Lesson#21 If you want to put the class "on track" (literally and figuratively)...make it easy on all of us.
IT IS NOT UP TO ME......IT HAS TO BE DONE BY THE PEOPLE THAT WHAT TO CHANGE IT...MAKE THE PROPOSAL....AND SEE WHAT HAPPENS...I AM SORRY I AM NOT A MIND READER. DO YOU WANT THE CLASS MOD? I DON'T THINK THERE HAS EVER BEEN A SEMI-MOD...I LOOK FORWARD TO HEARING THE PROPOSAL.

The process by which RULE changes are made in T class or any CBF class.

Andrew did an excellent job in explaining the process at a AGM of TORC to-day. For those that were not in attendance and to communicate to the group. Here it is.
- rules can only be changed at the CFB annual meeting. This year it will be in Toronto.
- first you draft up your written proposal and if you want to, present your changes to the T group prior to the conference.
- all changes are done at the conference. When your time comes you present the proposal to the complete SO group in attendance. There is a exact way for the format of writing each rule change. Each change regardless of how minor is done one at a time. You read the current rule, the proposed rule and give reasons why you think the rule should be changed. Be prepared to defend your request and discussion will take place over every rule change you make. Every CBF member can be in the discussion and every CBF member, even if they are not in your class has a say and a vote. After the discussion they vote.
- on rule changes that are only in your class, some members may stay out of the discussion. If it is a change to a General Rule they all discuss the change.
- since each rule is decided on separately, you cannot count on getting them all approved.
- there is a lot of experience in the room, so be prepared for some excellent questions.

Question and answer
Don can you explain what is going on.

Sure, it is growing pains. A good thing! One thing that is different about T is that a LOT people speak up and express their opinion. In some classes there is an understood silence code. They don't speak up, then just quit and you never really no why. T is different. For one is has only been going for a few years compared to some SO classes that are 40 plus years old.
T is much more complex and interesting because of the different motors and models of boats. Other classes are single motor and single boat. The class members have various ideas and wishes. We all agree we need to make some fine tuning to our tech rules for the engines. This is half of the current discussion. The other is the process by which we enforce the rules and to what degree. There is absolutely no T racer that hasn't put safety and safety inspections first. The tech engine rule changes have some different opinions. ALL OF THEM LOGICAL AND VALID! The group is now expressing their thoughts. The next step is to decide what works best for T and just as important, what CBF will approve. Most of the racers have not been involved in the process before. It is not just a T class decision. It is not a case of us doing what we want. Many current rules in every class are written with a large grey area and different people will read a rule and get a different understanding. Even NASCAR has these vague rules. There are also the unwritten rules. Those are assumed rules that are understood and agreed on behind closed doors by only members in the class. Those don't have a lot of detail in the written rule because it would change the complete picture and the class only wants to change part of the picture.

Middle of the night...can't sleep, so I read the spec sheets for the T850 motors...Here are some facts and things to think about regarding powerhead rule changes

Yamaha 70CES
The ONLY legal motor used in T850 in Europe is this one. The Hom. sheet for the motor is the UIM sheet,
DOC IS REALLY GOING TO LIKE THIS!
the revisions are all theirs.
-the use of wisco pistons
-the welding or pinning of the crank
-the crank is a press style, no rod bolts, no end caps and the assembly spec is one spec..total weight 1000 grams.
It would be costly to balance and the carbon build up on the pistons after a few hours running would unbalance it anyway.
At 1000 grams it is a slug to rotate.
-the head is special and cost $600.00 US in 1990...there has not been any new production in over 15 years
- same is true for the bell shaped tuner another $600.00 ..with no production in 15 years.

Our rule allows you to alter the head to achieve a maximum compression of 160 lb. The 70 CES head is 145 to 150 here and over 170 in European after they work on it. Doc should be allowed to alter his stock head to achieve the 160. People like Outboarder in the US can supply him with the correct size head chambers to work. Paul mentioned a year ago that Brendan's fast fred 70 yamaha came with different sized chambers.

THERE IS NO PROBLEM REMOVING THE HEAD FOR INSPECTION. YOU WOULD NEED TO TEARDOWN THE MOTOR TO LOOK AT A ROD OR TO REMOVE A PISTON.

FORMULA E [49 OMC]
We have the UIM and APBA spec, Both the same. The one problem here is the flywheel. The spec sheet reads 10 lbs. So you should not be running a 1973 flywheel on this motor. Since the 1975 originally came with the 10 lb one was well someone will need to find the old CBF spec sheet that allowed it.

NO PROBLEM INSPECTING

SST60
We have the specs and changing the head makes it legal.

NO PROBLEM INSPECTING

650XS
We have the specs. The powerhead is 2 halfs, no separate head, 150 compression, very costly to alter, costly and time consumming to inspect. You have to tear it down.
This one and any other 2 piece block motors will need special gauges to measure.

I think I have a middle of the road solution. I am not even sure we would need to make any formal rule changes. This is basically common sense.

First off..No sense trying to change a GENERAL Rule. Those are in the rule book, there for ever class incluing T. We don't want to draw attention to ourselves and there is no reason to change them.

Second common sense ...looks stock...sounds stock...smells stock....stock specs

Looks stock
The motor has the correct gear case, the power head looks correct. Nothing jumps out at you.

Sounds stock
The motor sounds the same as the others in the class. Nothing special.

Smells stock
The exhaust smell is the same as the other boats. Nothing different.

Stock specs
You can bring you motor up to the stock spec. It is OK to assume that the powerhead could be blueprinted and balanced.
This is just like any other stock class. The rules don't come out and say it is legal, but you know full well it is being done and even in an inspection teardown the motor is legal.

Our rules allow you to alter the head to get 160. It doesn't make any difference how you achieve this. On some motors you can cut the head. On others [Yamaha] you need to replace the stock combustion chamber. The result is fair and the motor looks stock.

The use of stock parts from different model years on the OMC motor. We would be listing and revising the rules every year.
It would end up like the Formula V class with different rules and specs for every motor. Let's keep it simple. You can use any stock part, but you can't modify the part. [other than the head]. So you can't machine a 10 lb flywheel down to the weight of a lighter 1973 or 1969 flywheel.

We are responsible for safety inspections. Part of the inspection is checking the kill switch. At the same time we can check the compression every motor before it races. Simple.

As for sealed motors...I don't think we need to.

The sound and the performance of a motor on the oval makes it easy to spot an illegal one. Let's be honest. So far the illegal ones haven't shown to be better. It all goes back to appearance. We see illegal motors that look illegal and that up sets other racers. The motors MUST look stock and the same!

Comments!

Question and answer
I can live with that. What about the person that still wants to do their on thing and doesn't want to follow the rest of us?

You can't make any rules stop that type of person from trying without having serious teardowns and Lance Armstrong penaltys. Remember it is grass roots here. There could be some of those types in the other classes of stock outboard.
I bet racers even know who they are. I also bet the top guys in those classes that race in National events are 100% legal and are only using the local races to try new stuff and for practise. We don't need to do anymore than the rest of SO. Jordan said "we are all in this as a group, all classes".

Know thy enemy...the 2013 Maple Lake title will be mine!!!

You sneaky sonofa.......

Question and answer
You only race the old stuff up there, same as the VP75. Your talking about old 1970 parts and old stinger junk. Why don't you get more modern. There is no new 70 hp 2 stroke stuff.

By stuff and junk your referring to parts. We did have other threads on other sites that talked about the make-up of our T classes. It is much different than VP75 which you are 100% correct they race only the old long shaft 49 model and T850 in Europe that only races the old 70CES. We are totally modern. We allow the new ETEC and 4 strokes to race and I will correct you on the no newer 70 hp 2 strokes. One of the three 56 blocks allowed in our T was made into the 2000's. Below is a link to a 2002 model.

http://www.ebay.com/itm/JOHNSON-70-HP-P ... 120wt_1170