I think you’re confusing ‘well dialed with your inner peace’ with ‘high as hell from the giant bowl we just smoked’.

The seat wear concerns me more. I’d guess the driver was one big dude.

I had the same reaction as everyone else at first, but this is a piece of wood trim and is finished to look that way.

I have a dadbod and your advice is a good starting point, but if you really want to get things going, I suggest reading:

Being 6’ 5” with long arms, my go-to move is to grab the other guy’s kart and pull him back so I can pass. It’s a slingshot move without the drafting. Used it to beat my dad at a kart track in Myrtle Beach. Ahh, memories!

Do mean Muroc (as in Muroc dry lake) or are you really referencing an old A-Team episode?

First of all, nice photo! Now, on to the discussion.

Close, but not quite. Drag is proportional to V^2 as you state, but power is proportional to V^3 (power=D*V). To double your speed takes eight times the horsepower to overcome the aero drag. Rolling resistance, however, is pretty much proportional to speed. You can follow the math at: http://phors.locost7.info/phors06.…

I see another problem with this configuration: certification of the seats. During my research on aircraft seat cushion foams for aging aircraft, I was told of the testing procedures used to certify seats. It involves bolting sets of seats to steel plates and dropping them from certain heights and at certain forward…

Reflex is not necessary if you reduce your static margin by moving the center of gravity closer to the center of pressure. You will need a longitudinal stability augmentation system to keep it flying straight though (which would be trivial given that it is already FBW). We built and flew large R/C models to prove this…

I just put this here......

It says the weight right on the wheel: 5950 grams.