There are plenty of grade 2 circuits in the US. Not sure why MGP needs to wait on a new facility. They should go to Mosport, if only Moss corner had more runoff... It is the best track in North America and MGP would race fantastically there.
Most auto parts stores will take up to 5 gallons per visit. It gets recycled or burnt. It's also usually free. So I store it up and when I hit the auto parts I take in a few gallons. At my shop I have a 55 gallon drum to collect oil, but if I keep on top of it, it's not an issue to keep it managed. Keep in mind some of the cars I deal with hold like 2.5 gallons of oil as they are oil cooled. Thanks Porsche.
I believe Avon was sold to Goodyear recently. Not sure if that changes quality, but I know they were heavily dependent on Ukraine for production of various products (they axed a lot of their racing products). I know we don't talk politics here and I very much respect that, but this is one case where geo political matters very much can change the attitude of a product we use. I was dead set on going to Avons and away from my Bt46's, but now I am not so sure. It probably doesn't help that I basically never had a tire from Goodyear that I thought was good outside of their special race division. So I'd say I am biased.
The place is a death trap even in a race car. Some of the biggest crashes I have ever seen have occurred there. I can't imagine even wanting to give it a go on a motorcycle given the history of horrific crashes there.
Rebound damping is the most important of the damping. You have to control the spring. If you can control the spring in rebound to a satisfactory degree, then you get to play in compression. In your example, Rich, you might be dealing spring rates a good bit higher than stock, which would require more damping. It's worth a check anyways.
Somebody needs to step up and do a round tube thin wall aluminum arm with maybe like .25" greater diameter than stock. It would be lighter and stiffer, it would fit the design heritage of the bike, and it would be lighter than those pictures above. It would look great! I am not an old head RD guy (though I have had mine for 19 years, sheesh) and I am aware the box style DG's check the box of the sort of monoshock fad, but a round tube design would be so much better in everyway.
My Saab 9-5 made 300k just barely. I drove it illegally (ignored inspection) just to get it there, the cost to maintain was more than the car was worth at the end. Mostly the rust got to it. Engine never blew or had any major issues, I did the timing chain, chain guides, and head gasket once just as a precaution. Finally the right rear spring failed, additionally the rear brakes were just barely functional and were expensive to replace. I switched the front seats back and fourth every 40k, they were mint. That prevented most of the visible wear you see from people getting in and out. Finally, I took it on a long trip. I stopped at a coworkers place to drop some stuff off on the way home. I got a flat tire there. Tossed the spare on and drove home. I drove it a handful of times after that, but I was tired of limping her around. I sold it to a coworker for a few hundred bucks. The interior was as good as you can get for 20 years of service. The information display worked, but I had to iron it once. My only real regret is that my son when fairly young broke the cup holder which are kind of a gem on those cars. Sadly, I don't know where the car is now. My coworker unfortunately took his own life about a month after buying it.
My VW TDI JSW has 170k and is pristine. Hoping for 300k again. Did a DPF delete with stage 2 ECU flash, new ball joints, full flush, timing belt, new water pump, tensioners, new brakes, new wipers, all in the last 20k or so. The only major issue now is the pesky sunroof that sometimes doesn't drain. Control arms a little clunky but alignment is about as good as you can get from something with rubber bushings. Typical VW stuff.
We have a Dodge Cummins with the 6 speed that we use as a tow vehicle. 360k on that. It's seen a lot of maintenance over the years, including a bed replacement (rust). Several clutches. Every suspension moving joint, replaced probably more than once. If the engine/transmission wasn't so good we'd have ditched it for sure. It appears almost as good as the day it came of the line. Lot's of love on that over the years.
I watched that video this morning before work. Interesting stuff. I know various fairly well known engineers in F1 have been talking about 2 stroke F1 engines for at least a decade. The hybrid push works because they can market it.
If i were doing this, the first thing I would do was remove the spring from damper and measure motion ratio on the original bike. Moving that top eye even a little bit can have crazy changes in effective wheel rate. It seems simple, but there's a lot to unpack there. I'd use a dial indicator on the damper to measure travel, then place .25" plywood shims under the wheel (adding one each measurement to like 3" of travel), then plot the change in ratio on a graph. Then I'd mount the new setup to get as close to possible as stock. That setup is going to get progressive real fast, but I would be willing to bet thats where they keep it in stock form.
Yes. Lot's have had good luck with spacers on various engines. You haven't specified which motor, but the idea is to increase crankcase volume and sometimes you can get rid of some port crowding and improve flow.
One time I bought a rather expensive racing engine out of a garage from a stranger in an absolute dump of a place in the worst neighborhood in Pittsburgh. The guy was a genius and the engine was top notch. A few years later we crossed paths with the guy, we were killing it at the race track, he sponsored us with free labor and we went on two win three championships and set numerous track records all over the eastern US. This was in race cars, but still, sometimes you find some gems out there. The guy has a legit shop now in a nice area. Sometimes that's just how it goes.