May I add another link to MUST READ list.

http://www.heymow.com/index.php?action=help;page=searching

Directions on how to get the most out of the search feature.

I finished the season first place in points for CP with the Florida Lawnracing Association, I have to admit more by default than by 'earning' it. But still mine to claim. Had a great year, started a new club, the Space Coast Sod Slingers, with a great friend and fellow lawn mower junkie Tom Knoebel. Went to countless events such as car shows and Cub Scout Derbies just to promote the greatest motor-sport ever. And, just when things are getting going, BAM that job offer I have been waiting on comes in. The job will take me away from racing for a while, so it is with sadness, I will be filling the tank with Sta-bil, blocking up and covering up the machines, until I return some time from now. If I could only figure out how to get ARMA and USLMRA to host some USO tours overseas... Anyway I won't be on much as access to the net will be limited in my near future. But I will return, someday. You may be interested to know more about when, where and how, but an open forum is not a good place to share that information. And so it is with government contracts. I am proud to serve and do my part to keep our troops safe and secure and I look forward to hanging out and working with them.

I want to make public that Charles Butcher, his wife Evelyn (hope I spelled that right), do a great job of keeping Florida Lawnracing a top club to be part of. The racers there are the best any one could know, I'll surely miss this great family.

To the folks in the south, Grasscar. Keep on keepin' on! I know that we can be the role models for the entire country by sharing our clubs and spending time with each other. The lines between ARMA and the USLMRA will start to blur, be the leaders and set the example.

To The fine folks at Hurricane Speedway. Thanks for believing in us, and I know Tom is looking forward to working with you this year.

I know there are many, many more folks that deserve a public thank you, Joe, Kip, Pat and so many more people that have touched my life and have become family members through sharing this great sport. Thanks.

Here's to boots on the ground!!! See ya next year!

Todd Ricard
tricard@cfl.rr.com
Vice President
Space Coast Sod Slingers, Inc.
A Florida Not-for-Profit Organization

Probably the most common carburetor found on Briggs engines. Anyway, doing some research on venturi design and what not and I haven't been able to find a factory CFM rating for the LMT series carbs. Walbro's website only states that it is for 4 stroke engines from 340 to 500 cc. They don't list the CFM. Maybe they don't actually test them like you would a Holley.

Does anyone know what it is?

Model 21/28 pistons come in many flavors as I can find, a coated piston, non coated, single oil ring (factory assembled spring type), separate three piece oil ring. I am looking for some help filling in some blanks......

STD BORE:
#796155 three separate pieces for the oil ring, and is coated (may be magnesium or aluminium)
#792307 with a single oil ring (I don't know if it is coated or not)

+.020 BORE:
#792728 I can't find a 'real' picture of this one.
#797010 this appears to be the coated one with three piece oil ring

I have tried the 796155 and DO NOT like the oil ring set up. I want a coated piston, single oil ring STD bore P/N and I want the .020 coated, single oil ring P/N's

I also want the non-coated numbers for both sizes too. Any one have this info? I have been trying to find 'real' pictures of all the P/N's but have been unsuccessful.

I have gone through many, many parts in my 700/live axle set-up. Shift keys, spur gears, shafts and cases. The recent explosion of one of the spur gears actually bent the counter shaft and took out 4 other spur gears and blew a hole in the  lower case. I am finally tired of using used parts and purchased a new, never used trans from one of our favorite retailers. Waiting for it to arrive FedEx.

I am now also wondering if my ratio's are part of my tranny troubles. I have an 8 to 5 pulley set (actual working load measurements are 7.25 and 4.875) and 3rd gear at 3:1 through the trans and I use a 12/40 set of sprockets to get 6.72:1 final drive. If I change to a 15/50 I get 6.72:1 or a 17/58 I get 6.88:1. Is there any difference to the load on the trans using one set over the other? Would going to a 15/50 or a 17/56 keep me from breaking a trans part at just about every race? Or is it just a fact that I have been trying to stay cheap and using the older parts have caused most of my troubles? Now that I have used my stock of old 700's and have invested more time and money than the price of a new trans, I want to make sure that there isn't something else I am doing wrong in my set-up. I want my troubles to fade away. I know part of the trouble with shift keys is a loose chain, that causes a lot of back lash when you let off the gas. The spur gears have to take that shock and it causes the gears to rotate backwards against the keys. Then, as you hit the gas the spur gear has to go forward again to make contact with the keys and bang, no more tips on your keys. I have actually found chips missings on the spur gears on the non-drive side of the spur.

15 HP OHV Model 28

I haven't opened it up yet to look for myself, but going over the parts list/diagram on Briggs' website, it shows three different crankshaft diagrams. #1 is just a crank, #2 shows the crank and a "crank extension" #3 shows crank, extension and counterbalance weights. Reading through the parts number list the date code for my engine uses the #2 configuration.

The question is; Does this motor have a balanced crank that doesn't need the counter weights?

Making every effort to build a local USLMRA affiliated group. If you are interested in helping the cause, bring your mowchine and let's run a few laps. I have been busy visiting local business', talking with folks and handing out information about our sport. I will be in Avon Park on the 19th to network there as well.